Somerset County Council Connect 3: DaSTS Taunton Gateway Study
Baseline Report
March 2010
Halcrow Group Limited
Somerset County Council Connect 3: DaSTS Taunton Gateway Study Baseline Report March 2010
Halcrow Group Limited
Halcrow Group Limited 1 The Square Temple Quay Bristol BS1 6DG Tel +44 (0)117 910 2580 Fax +44 (0)117 910 2581 www.halcrow.com
Halcrow Group Limited has prepared this report in accordance with the instructions of their client, Somerset County Council, for their sole and specific use. Any other persons who use any information contained herein do so at their own risk.
© Halcrow Group Limited 2010
Halcrow Group Limited 1 The Square Temple Quay Bristol BS1 6DG Tel +44 (0)117 910 2580 Fax +44 (0)117 910 2581 www.halcrow.com
Somerset County Council Connect 3: DaSTS Taunton Gateway Study Baseline Report
Contents Amendment Record This report has been issued and amended as follows:
Issue Revision Description Date Approved by 1 0 Draft report 29/01/10 EJC 1 1 Draft report 04/02/10 EJC 2 0 Final Draft 31/03/10 EJC
Connect 3: DaSTS Taunton Gateway Baseline Report
Contents
1 Setting the Scene: “What we want and why” 1 1.1 Introduction 1 1.2 Developing a Sustainable Transport System (DaSTS) 2 1.3 The Study in Context 3 1.4 Study Objectives 5 1.5 Study Process 6 1.6 Baseline Review 7 1.7 Structure of this report 7
2 The Existing Situation: “Where we are and how we got here” 8 2.1 Introduction 8 2.2 Overview and brief history 8 2.3 Land-use 9 2.4 Economic 11 2.5 Environmental 14 2.6 Social and Cross Cutting 16 2.7 Transport 20 2.8 Gaps in our existing knowledge/ evidence base 28
3 Future Situation: “Where we are going” 30 3.1 Introduction 30 3.2 Key Policy Aspirations 30 3.3 Future Development Scenarios and schemes - 36 3.4 Future Transport Schemes 39 3.5 The Intervening Years 2010 - 2014 42 3.6 Future Scenario Map 2026 43 3.7 Future Demand 43 3.8 Gaps in our future knowledge/ evidence base 49
4 The Challenge: “How this study will get us there” 50 4.1 Introduction 50 4.2 Issues, challenges and opportunities 63 4.3 Linkages to the DaSTS Goals 63 4.4 Linkages to the Study objectives 65 4.5 The next steps 66
Connect 3: DaSTS Taunton Gateway Baseline Report
1 Setting the Scene: “What we want and why”
1.1 Introduction
1.1.1 Two strategically important corridors converge at Taunton: Exeter to Birmingham (a Strategic National Corridor including the M5 and Cross Country Rail Route) and Exeter to London (via Taunton and/or Salisbury). These corridors also link Taunton, Wellington and Bridgwater.
1.1.2 The Connect 3 study is about the interrelationships between movements in the Bridgwater/Taunton/Wellington corridor and A358 in relation to the national and inter- urban networks, in the context of the planned economic and housing growth for the region. Of concern is the reliability and resilience of the regional and national routes.
Figure 1.1: Connect 3 Study Area
1.1.3 This study is one of a number of DaSTS (Developing and Sustainable Transport System) being undertaken in England as part of the Department for Transport’s DaSTS programme and is one of six being undertaken in the South West. The studies acceptance onto the programme by the Department for Transport (DfT) is a reflection of the importance of the issues being considered.
1.1.4 Halcrow have been appointed by Somerset County Council on behalf of regional partners that include South West Councils, the South West of England Regional Development
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Agency (SWRDA), Government Office for the South West (GOSW), Department for Transport (DfT), Highways Agency (HA) and Network Rail (NR.). 1.2 Developing a Sustainable Transport System (DaSTS)
DaSTS Agenda
1.2.1 DaSTS is DfT’s new long term framework for addressing the key challenges for the transport system and developing and delivering evidenced based economic, environmental and socially sustainable solutions to meet and overcome these challenges. The solutions, which are likely to encompass a range of transport and non-transport strategies and plans, need to be developed for the short term (2014-19), medium term (2019-24) and beyond.
1.2.2 The DaSTS framework was primarily developed in response to the fundamental policy challenge set by the Eddington and Stern Reviews that the transport system needs to be greener if it is to support economic growth and provide a sustainable environment, particularly given the need to reduce carbon emissions. Whilst the UK is relatively well connected, Eddington recommended that a more evidenced based and mode neutral approach should be taken in addressing problems on our key transport networks. DaSTS also builds on DfT’s New Approach to Appraisal (NATA) framework which, when introduced in 1998, provided a more balanced approach for appraising and presenting the economic, environmental and social impacts of transport projects. DaSTS also strongly supports the Government’s objective for delivering a low carbon transport system, providing a delivery mechanism at regional level.
1.2.3 DaSTS provides a new and more clearly defined set of five national goals for the transport sector, which align more closely with current transport and wider policy priorities. The need to improve economic performance and growth whilst simultaneously reducing carbon emissions is a major challenge. This challenge is even greater given the current economic and fiscal situation within the UK.
Goal 1 requires solutions that support national economic growth by improving competitiveness and productivity (for example by improving journey time reliability and performance for car and public transport users and freight) and translating this into practical strategies for the transport networks. Goal 2 requires solutions that can help achieve national policy targets for reductions in greenhouse gas emissions with the desired outcome of tackling climate change (for example improved public transport and better interchange to support more sustainable travel, behavioural change, pricing and integrated spatial and transport planning). Goal 3 requires solutions that deliver a to society better safety, security and health (for example better use of design and technology in the transport system and the promotion of healthier and active lifestyles such as more walking and cycling. Goal 4 recognises that promoting equality of opportunity means providing sustainable and affordable travel to allow wider access to jobs, schools, health, shopping and other facilities (for example accessibility planning, integrated transport/ land use planning and facilities for disabled users). Goal 5 focuses on ensuring that the transport networks support a good quality of life both for users and non-users of transport networks (for example, facilitating better access and interchange opportunities for users and by promoting a healthy natural environment and by minimising adverse impacts on the environment).
1.2.4 Whilst there is potential for tensions between the five goals, for example, between the achievement of economic growth alongside reductions in carbon emissions, there is also
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scope for major synergies, whereby carefully developed strategies, which involve packages of measures, offer the potential for solutions to positively contribute towards all of the five goals.
1.2.5 DfT recognises that delivering this programme of studies requires active engagement with delivery partners, the private sector and other stakeholders. DaSTS provides DfT with a national policy framework in which regional and local delivery partners, together with the private sector, can have confidence and certainty to deliver to their business plans. It also provides DfT with opportunities to engage better with wider stakeholders and to understand their views and more clearly communicate how transport can make a positive contribution to people’s lives. Such an approach offers the potential to develop a broader base of public support to deliver and fund the solutions that will be developed.
1.2.6 It is vital that in developing solutions these take account of existing transport and wider strategies and plans, including other Regional DaSTS studies and emerging LTP3 and LDF work. Solutions need to be effective and provide value for money.
1.2.7 Enabling transport to satisfy these goals and deliver the most benefit to this and future generations requires careful planning, based on a clear analysis of customer need and existing problems and opportunities. The responses need to be cross-modal, involving not only infrastructure improvements but also innovation and behavioural change. In the light of the challenging financial conditions, low cost interventions and interventions that are (in-part) self-financing or have the scope for appropriately leveraging in private finance will be critically important. The strategy should comprise a coherent package of short, medium and long term measures to provide transport networks that help to achieve the over-arching DaSTS goals. 1.3 The Study in Context
1.3.1 The Connect 3 study sits within a complex framework, starting with the Regional Spatial, Economic and Environmental Strategies for the South West and eventually informing the emerging district level Local Development Frameworks (LDF) and Somerset County Council’s Local Transport Plan 3 “Future Transport Strategy” (LTP). It has to be recognised that the DaSTS is a new way thinking about transport focused on new national Goals for Transport and is directed from Central Government’ and hence are not part of the Spatial Planning Framework as previously being followed by the Region and Local authorities. Therefore a key part of the study is to integrate this new study type into the overall way in which local spatial planning and infrastructure decisions are made.
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Figure 1 - Taunton Gateway Study - The challenge in context
Regional Spatial Strategy for the Regional Strategy for the South Regional Economic Strategy for South West 2006 - 2026 West Environment 2004 - 2014 the South West 2006-2015 - Taunton Market Area - Integrate climate change into - Taunton/ Bridgwater potential - SSCTs (Taunton and Bridgwater) regional strategy and policy - Economic support - Sustainable growth development
Emerging Local Development TaSTS and DaSTS Guidance Frameworks (LDFs) - DaSTS Goals Existing Somerset Local Transport Plan - Emerging Core Strategies of - National and Regional/ City Studies (LTP 2) 2006-11 Sedgemoor and Taunton Deane - Guidance to the Regions - Demand management - Taunton Town Centre Area Action - Climate Change Act - targets and - Sustainable travel Plan and Bridgwater Vision carbon budgets - Transport infrastructure
Regional Funding Allocation (RFA) Advice DaSTS Stage 1 Study for the SW LTP 3 Guidance - RFA and RFA2 - 6 Major studies - National Goals - Identification of Growth Points - Challenges for South West - Robust requirements for - Priority Places - Tackling Climate change and measuring and managing CO2 - Key Principles supporting ecomic growth focus impacts - National and Regional Corridors
Homes and Communities Agency (HCA) Single Conversation Bridgwater, Taunton and Connect 3: Taunton Gateway - Local investment agreement for Wellington Future Transport Study housing and regeneration Strategy 2009 - 2026 - DfT Funding Agreements - Evidence Review Major Schemes - Model development - Thirdway South West Climate Change - Option development and appraisal - Northern Inner Distributor Road Action Plan 2008 - 2010 - Preferred strategy
Hinckley Nuclear Power Station Transport Model - Transport Assessment - Variable Demand modelling South West Regional Rail - Multi-modal Prospectus 2007 - Carbon assessment capability - Regional Rail Priorities for the A303 Route Management Study region - Highways Agency Long Term Transport Strategy - 2014-2019 and beyond South West Regional Planning Taunton Masterplanning - Wellington - Taunton - Bridgwater Assessment for the railways - Regeneration 2006 - 2026 - NE Taunton
Local Development Frameworks Emerging Somerset Future - Taunton Deane Infrastructure plan Transport Strategy - Sedgemoor Infrastructure Plan - 3 year Implementation Plan - Long term startegy
1.3.2 The Regional Spatial Strategy defines Taunton and Bridgwater as Strategically Significant Cities and Towns (SSCT’s) for the region and also defines the Taunton Market Area as a focus for regeneration and sustainable growth in housing provision. The parallel Regional Economic Strategy identified Taunton and Bridgwater as places with significant economic potential for the region; but requiring targeted support including transport interventions to achieve this potential.
1.3.3 The DfT Guidance on Developing a Sustainable Transport System (DaSTS) forms the high level policy context, setting out the DaSTS goals and guidelines for their interpretation into regional challenges. The Climate Change Act, with its legally binding long term national targets for reducing overall CO2 emissions, brings the assessment and management of carbon impacts to the forefront of transport strategy development. For Connect 3 Taunton Gateway Study, the imbalance between homes and jobs projected for Taunton, along with and the propensity for people in the South West region to travel by car more frequently and further than the national average, places tackling climate change alongside supporting economic growth, as the central DaSTS goals.
1.3.4 The existing LTP for Somerset County Council and the LDF documents of Sedgemoor and Taunton Deane District Council’s inform the baseline situation in terms of existing travel
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patterns, interventions, constraints, land-use developments and frameworks for the delivery of the regional spatial strategies.
1.3.5 The Regional Funding Allocations (RFA) Advice through South West Councils feeds into the DaSTS Programme, including the development of Taunton as a New Growth Point for significant sustainable growth within the Housing Market Area (HMA), through regeneration and extension of the urban area. The convergence of the Exeter to Birmingham and Exeter to London Strategic National Corridors at Taunton provides the parallel economic driver behind this study relating to improving and enhancing the performance and resilience of links from the region’s SSCTs to other regions.
1.3.6 The LTP3 Guidance largely complements and re-enforces that of DaSTS, containing the same goals, long term horizons, and more robust requirements for understanding and managing carbon emissions from transport.
1.3.7 The Connect 3 study is informed by all the above and also by a number of plans and strategies including the options developed within the Bridgwater, Taunton and Wellington Future Transport Strategy and the South West Regional Planning Assessment for the railways. Both have 2026 horizons. The South West Climate Change Action Plan and South West Regional Rail Prospectus focus on more immediate priorities in a context of their higher level counterparts.
1.3.8 A two-way flow of information is required between this Study and a number of parallel studies, strategies and schemes. This includes the Future Transport Strategy, LDF core strategies, major highway schemes, masterplanning associated with the regeneration and urban extension of Taunton, the Transport Assessment for Hinkley Nuclear Power Station and potential eco-development studies funded by CLG. 1.4 Study Objectives
1.4.1 The study objectives as set out in the DfT’s Decision letter to South West Councils are focused on the transport implications of the planned housing and economic growth in the Bridgwater, Taunton and Wellington area, on the reliability and resilience of the national and regional transport corridors and on providing practical solutions that deliver value for money.
Objective 1 – Establish the impact of planned housing and economic growth in Taunton Housing Market area on the reliability and resilience of National and Regional corridors intersecting Taunton Objective 2 – Develop proposals for managing demand and making best use of the transport network that maximises the reliability and reliance of the National and Regional corridors intersecting at Taunton and the performance of the local network and deliver housing growth and economic development in a sustainable way. Objective 3 – Identify options and determine effective value for money solutions that: o address the growth and regeneration challenges in the Taunton Housing Market Area; o minimise risk of local commuting flows between the main settlements using the national road network; o encourage sustainable travel. This will include consideration of the relative impacts and benefits of various development scenarios relating to the locations of major housing and employment areas. o minimise the level of carbon emissions in the sub-region; and o are affordable within the likely available resources.
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Objective 4 – Enable a deliverable transport strategy to be produced reflecting the conclusions of the study that can support the sound development of Local Development Framework core strategies and infrastructure plans, and the Local Transport Plan.
1.5 Study Process
1.5.1 The evolving Strategy is focused on addressing the problems and opportunities. The development of the Strategy itself is governed by a logical process which starts with reviewing the evidence base and fits with the 4 outputs identified in the study brief. That process is shown in the chart below.
Figure 2 - Study Process
Stage Outcome Communication Output
Agreement on scoping, Agree detailed Stage 1: Inception Meeting Inception project interfaces, evidence modelling specification gaps, programme and Agree Stakeholder and stakeholder engagment Communication Plan
Stage 2: Baseline review Identify issues and Stakeholder consultation and challenges meetings Baseline Report methodology
Understand evidence Technical Note on baseline including gaps and Client meeting Options Assessment previous interventions Methodology - Model development
Full range of options Client meeting - Discuss Stages 3: identified options Options Identification Manageable, compatible and Initial Options and representative set of packaged Public engagement Assessment Assessment options to be assessed - Model Report application
Client meeting - Discuss Agreement of select result of Options March 2010 options to take forward to Assessment appraisal
Technical note on Appraisal Framework Option Generation and Appraisal and Generation Option Client meeting - Agree detailed appraisal Stage 4: framework and model framework and modelling Detailed updates methodology Appraisal and Strategy Accountable decision- Client meeting - Discuss Appraisal of Development making basis Appraisal results and Sifted Options - Updated Transport Model strategy/ funding implications Draft Preferred Preferred package of options Strategy (2014-2019) to address Report different funding availability scenarios
Long term Strategy outlining Client meeting - Discuss/ Final Preferred prioritisation, implementation present final strategy Strategy and deliverability Report
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1.6 Baseline Review
1.6.1 The Baseline Report is the first deliverable in the study programme and covers a review of the current and future situation looking at land-use, economic, environmental and social aspects that impact on transport as well as looking at the demand for and provision of transport. The report then sets out the key issues, challenges and opportunities and looks at then within the DaSTS context.
1.6.2 The review is based on a large number of documents and data. The full list of documents reviewed is given in Appendix A. The list also gives details of documents and data we are aware but haven’t been able to review. Many of these will be needed for the next stage of the study.
1.6.3 Consultation with key individuals and stakeholders has formed a key element of understanding the issues, challenges and opportunities and has assisted greatly in understanding the evidence presented. Details of the individuals and organisations consulted with to date are given in Appendix B.
1.6.4 The review also includes data reported in the Taunton Transport Strategy Review 2 (TTSR2) which is based on the Taunton and Surrounding Area Transport Model. Halcrow have reviewed this model and identified a number of concerns regarding it. As part of the Option development and sifting stage of the Connect 3 study Halcrow has developed the PM peak model factoring it to a 2009 base and producing future year matrices based on likely development scenarios. Concerns regarding the existing models is reported more fully in the Initial Options Assessment Report. The concerns means that model output needs to be treated with some caution. 1.7 Structure of this report
1.7.1 The remainder of this report is structured as follows:
• Chapter 2 - Sets out the current evidence and the related issues.
• Chapter 3 – Considers the aspirations for the future and the potential implications of future growth
• Chapter 4 – Identifies the issues, challenges and opportunities and puts them into the context of DaSTS and the study objectives. It then looks forward to the next stage of the study.
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2 The Existing Situation: “Where we are and how we got here”
2.1 Introduction
2.1.1 This section sets out the characteristics, problems, issues and opportunities for the study area. It provides an overview and brief history to the three main towns and then looks in turn at land-use, economic, environmental, social and transport characteristics.
2.1.2 Figure 2.1 shows geographically the key features. 2.2 Overview and brief history
2.2.1 To understand the demand for travel within and between Bridgwater, Taunton and Wellington, and the potential for growth to impact on the strategic networks, there is a need to understand the background that makes them the places they are today.
2.2.2 The three towns are very different in character with: Bridgwater influenced by its manufacturing history and the impact of the decline in manufacturing in 1950’s and 1960’s; Taunton influenced by its role as the administrative, employment, cultural and retail centre of Somerset and Wellington as a market town and small industrial centre.
2.2.3 Taunton is the regional centre and the largest of the three towns, with a population of around 63,000. It is the focal point of the region providing services for Bridgwater and Wellington and the rural hinterland. In total it has a catchment area of 350,000.
2.2.4 The development of Taunton’s economy has, to a large extent, been shaped by the construction of the M5 “Taunton Bypass” which opened in April 1974. The M5 improved access and provided a catalyst for economic growth. The re-development of Taunton town centre followed a decade later with the Old Market shopping centre in 1982 and Country Walk Centre in 1985. However, the construction of the M5 and a thriving city centre significantly increased demand for travel by car which, coupled with sporadic public transport penetration from the rural hinterland, results in congestion on principle routes in the town.
2.2.5 Taunton currently has a high level of self-containment. Service and administrative functions are the dominant employment sectors with major employers including Hydrographic Office, Musgrove Park Hospital, Somerset County Council, Defra and Debenhams.
2.2.6 Bridgwater has a population of 36,000 and to some extent remains dependent on Taunton for some retail, leisure and employment purposes. During the 1950s and 60s Bridgwater experienced rapid expansion including new housing estates at Sydenham and the Hamp, which coincided with the decline in its manufacturing industry. Bridgwater’s economy suffered more than neighbouring towns during this time, which was epitomised by the decline of the local brick industry and the last commercial use of Bridgwater Docks. Bridgwater’s recovery was led by Cellophane production, which became the dominant industry in the town employing 2,500 people at its peak, although the factory closed in 2005.
2.2.7 The town is now characterised by a diverse range of smaller industries and commercial ventures. However, the close proximity of the town to the M5, which opened adjacent to Bridgwater in 1973, has attracted two major distribution centres on the periphery of the town: The Excel centre for the NHS Logistics Authority, which is located on the Express Park business park, and the Argos regional distribution centre at Huntworth.
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2.2.8 The 2001 census showed 62% of journeys to work by residents in Bridgwater were made by private car despite 60% of journeys to work being less than 5km. Furthermore, despite a direct rail link from Bridgwater to Taunton, Exeter and Bristol, only 0.3% of residents use the train to get to work.
2.2.9 Wellington is the smallest of the 3 towns with a population of 14,000. It acts as a focal point for education, employment, retail and leisure for the surrounding rural hinterland whilst looking to Taunton for more significant services and opportunities. Wellington witnessed a change in transport focus from rail to road during the mid to late 20th century, the town’s railway station, which provided services to Bristol and Exeter, closed in October 1964. Ten years later the M5 opened, which included Junction 26 some 2 miles east of the town. The opening of the M5 stimulated economic growth in Wellington epitomised by a programme of housing growth on the south side of the town during the 1970’s. More recently Chelston Business Park has been developed to the east of the town, taking advantage of direct access to the M5.
2.2.10 The economy of Wellington is largely based on manufacturing with two principle employers: Swallowfield and Reylon. The town centre remains characterised by independent shops, largely due to the proximity of Taunton and Exeter as regional shopping centres. However, the early part of 21st century has seen a trend towards self containment, evidenced by the attraction of Asda to the town. 2.3 Land-use
2.3.1 The land-use within the study area is diverse and complex, with housing settlements formed largely around the town centres of Bridgwater, Taunton and Wellington. Between these towns, North Petherton (A38 south of Bridgwater) is the most significant in size of a number of small rural settlements. The River Tone (Taunton), River Parrett (Bridgwater), the mainline railway, and to a lesser extent the canal also shape and constrain land-uses. Much of the land is low level despite being surrounded by the Quantock Hills to the north, Exmoor National Park to the West, and Blackdown Hills to the south.
2.3.2 Land-uses are shaped, supported and to some extent constrained by the transport networks. In Bridgwater the A38, A39 and A371 segment the town resulting is separation of residential and employment areas. In Taunton the A38 runs north south through the town centre whilst the railway and the river cross east – west. In Wellington the extent of the town is bounded by the A38 to the south and the railway to the north. All three towns are constrained by the M5 immediately to the east.
Population and housing
2.3.3 The relative populations of the three towns are given in Table 2.1 below.
Table 2.1: Population of Bridgwater, Taunton and Wellington
Town Population Bridgwater 36,000 Taunton 63,000 Wellington 14,000 Somerset County 525,000
2.3.4 In Taunton housing is primarily in a number of sizable suburbs heading out in all directions from the centre, albeit with significant rural gaps to the South, North West and North East. Wellington with the exception of a small town centre, is almost entirely residential. Much of
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the newer housing is to the south, extending to the A38. The area to the west of the town is least developed, with green space separating new housing in Rockwell Green. Bridgwater also accommodates significant numbers of housing, which is concentrated to the west of the River Parrett, and to the east of the main railway line. Much of the newer housing is located on the western periphery of the town, to the north and south of Western Way.
Employment 2.3.5 Both Taunton and Bridgwater provide significant employment land-uses. In Taunton much of this is associated with retail, leisure, public administration, health and education. Key employers include Taunton and Somerset NHS Foundation Trust, Somerset County Council, several FE colleges and Crown Industrial Estate. Bridgwater hosts significant areas of employment, especially relating to manufacturing and distribution, located to the north and south of the town centre and providing approximately 20,000 jobs1. North to south these employment areas include Express Park Business Centre, Castle Field Industrial Estate, Blake Industrial Park, Colley Lane Industrial Estate, and Huntworth Business Park.
Education and health 2.3.6 Education and health land-uses in Bridgwater include Bridgwater College adjacent to the railway station and Bridgwater General Hospital in the town centre. Taunton hosts several establishments providing full and higher education, mostly around the edge of the town centre. These include including Somerset College of Arts and Technology, Richard Huish, King’s College and Somerset Skills. Musgrove Park Hospital, to the west of the town centre, is the largest general hospital in Somerset, serving a population of 340,0002.
Commercial and recreation 2.3.7 The three towns in the study area all provide commercial and recreational land-uses. Taunton has the largest commercial centre, hosting a number of major retail brands and supermarkets. The town centre for Bridgwater is linear and although it has some main brand shops, the retail offering is more limited. Both Bridgwater and Taunton have most of the main supermarket retailers including Sainsbury’s, Asda, Morrisions, Tesco (Taunton only) and Waitrose (Wellington). All three town centres provide a mix of shops, cafes and restaurants, and there is some seasonality in trade due to the areas proximity to the Quantock Hills and Exmoor National Park. There are also several retail outlets on the periphery of Taunton and one in Bridgwater. The largest of these in Taunton being St John’s Retail Park (A38 Toneway) and most peripheral being Hankridge Farm Retail Park. Bridgwater Retail Park is located to the north of the town centre.
Green wedges 2.3.8 All three towns have significant green wedge space; important for nature conservation, biodiversity and semi-wild habitat. These include the river and canal corridors, as well as traditional public open spaces and recreation provision. Significant proportions of the green wedge space within Bridgwater and Taunton are low level and at high risk of flooding.
Potential sites 2.3.9 Sites for new housing in Bridgwater are constrained by the M5 alignment to the east and by large areas of floodplain to the south west. The proximity of the River Parrett to the parallel railway line provides both a constraint and opportunity on new development. Much of this area is currently industrial, and given the declining manufacturing sector which currently dominates, there are opportunities for new healthier mix of brownfield development sites including housing. Potential sites for new housing exist in the form of urban extensions to
1 Bridgwater Vision and Strategic Framework (Feb 2009)
2 www.tsft.nhs.uk (Jan 2010)
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the south of Bridgwater, within the area between Taunton Road and Rhode Lane, west of Bridgwater at Cokerhurst farm, and to the north east, between the A39 Bath Road and the railway.
2.3.10 Taunton contains a number of “brownfield” sites that are potential redevelopment areas. These include the Firepool and Tangier regeneration areas. Tangier is located west of the centre, to the immediate south of the river Tone. Firepool is located to the north and east of the town centre, within a sizeable area of land between Priory Bridge Road and the railway line. Both are linked to major transport schemes.
2.3.11 Further potential sites for new housing in Taunton are located near Staplegrove, Norton Fitzwarren, Monkton Heathfield and Comeytrowe. Within Wellington, there is potential for urban extensions at Tonedale in the north west (immediately north of the railway line), and at Cade’s Farm in the north east. There are also sites identified for possible Green field Development to the east of the existing urban area. 2.4 Economic
2.4.1 The Regional Economic Strategy for the South West 2006 – 2015 and Somerset Economic Strategy 2005 identify a number of characteristics regarding economic activity in Somerset. This combined with District level analysis brings out a number of key points.
2.4.2 GVA for the County of Somerset lags behind other parts of the south west region and the county as a whole has a slowing rate of GVA growth. The economic and employment base is seen as having an underrepresentation of fast growth sectors and a high concentration in low value added employment. Manufacturing and primary sector employment is continuing to decline impacting particularly on Bridgwater but affecting the region as a whole. However service sector employment is increasing.
2.4.3 Combined with this is a skill gaps amongst the workforce, which is a barrier to business performance, and limited opportunities to increase skills locally due to the limited higher education establishments. However there are excellent further education colleges and independent schools.
2.4.4 The economic characteristics of Taunton and Wellington differ due to the history of the two towns.
2.4.5 Taunton Deane district3 which includes Taunton and Wellington is characterised by:
• Workplace earnings are high compared to Somerset as a whole, but low relative to the south west region and GB. • High rate of employment but also high proportion of part-time workers constraining economic growth and a high proportion of the working age population is economically inactive and wanting a job is high. • Skills base is mixed with Taunton better than Bridgwater. • Good levels of educational attainment with a high proportion of working age population achieving NVQ level 4 or above. • Low proportion of the population of working age impacts.
3 Local Economic Assessment (Taunton Deane) Feb 2009 and Envisioning the Future of the Taunton Economy (Taunton Deane Borough) April 2009
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2.4.6 For Sedgemoor District4 which includes Bridgwater the picture is very different:
• Industrial manufacturing provides the economic structure and history;
• There is a poor skill profile, low GVA and low salaries;
• Bridgwater town centre has a poor image;
• There are high levels of deprivation; and
• There are low skills level and educational attainment. 2.4.7 To support the conclusions given above, Table 2.2 below gives some of the key economic indicators
Table 2.2: Economic Indicators5
Taunton South Great Indicator Sedgemoor Somerset Deane West Britain % of population that is working age 58 58 58 60 62 Working age employment rate (%) 78 79 80 78 74 Unemployed Age 16+ (%) 5 5 n/a 5 6
Working Age Economic Inactivity (%) 19 14 17 18 21
Working age economically inactive 2 5 13 5 6 and wanting a job (%) Working age population achieving 31 25 25 28 29 NVQ level 4 or above (%) % of working age population 51 44 48 49 47 achieving NVQ level 3 or above % of working age population 72 63 68 68 65 achieving NVQ level 2 or above Resident weekly earnings (£) 474 458 457 460 491 Earnings by Workplace (£) 456 400 431 454 490 GVA/FTE (GB=100) n/a n/a 75 82 100 Proportion of businesses (<50 n/a n/a 99 98 98* employees) (%) * Figure relates to United Kingdom rather than Great Britain
4 Sedgemoor: Heart of the South West’s enterprise coast (July 2009) and the Sedgemoor Economic Masterplan (Sedgemoor District Council)
5 Source – Sub-Regional Indicators, NOMIS
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2.4.8 The origins and destinations of travel to work are important, giving an indication of self- containment, and the demand for the regional and national transport networks during periods of peak travel.
2.4.9 The LTP 2 gives travel to work data for the County identifying the origin and destination of where people live and work.
Figure 2 - Commuting trips with origin or destination in Somerset
35,000
30,000
25,000 Journey to
20,000 Other Bristol Thousands Exeter 15,000 Yeovil & Ilminster Wellington Bridgwater 10,000 Taunton
5,000
0 Taunton Bridgwater Wellington Yeovil & Exeter Bristol Other Ilminster Journey From
2.4.10 The level of self contained trips (i.e. trips within one settlement) is as follows:
Table 2.3 – Self contained trips
Town % Trips within the Settlement Bridgwater 57% Taunton 51% Wellington 61%
2.4.11 Bristol and Exeter are both journey to work destinations and Taunton is an employment destination for Yeovil and Illminster.
2.4.12 Distance to work data presented below shows the percentage of journey to work trips less than 5 km. This highlights the opportunity of increasing trips by smarter choices modes.
Table 2.4 – Short distance trips
Region % trips less than 5km Taunton Deane District 59% Sedgemoor District 47% South West 52% England 46%
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2.4.13 The current economic situation highlights the need for economic growth; in the case of Taunton to enable it to successfully fulfil its role as the regional centre of Somerset. For Bridgwater the situation is more pressing with the need to replace jobs and increase the economic wealth of the town. 2.5 Environmental
2.5.1 The consideration of environmental problems and issues firstly looks at local contributions to climate change and adjusting to the effects of globally caused climate change such as increased risk of flooding. It then looks at other environmental characteristics.
CO2 Regional 2.5.2 The South West Climate Change Action Plan (2009) evidences challenges associated with travel patterns in the region:
• Road transport and rail contributed 31% of the SW region’s total CO2 emissions in 2005; • 99% of transport emissions in the SW arise from road based travel; • The average person in the SW travels significantly further than the UK average; • Bus usage is lower than the average for UK regions; 2.5.3 The Action Plan notes that reducing overall emissions will require a step change in approach and movement away from the private car through a combination of very large scale investment in public transport and measures to reduce demand for private car travel;
2.5.4 The Plan draws upon analysis suggesting that a 2.85% reduction in CO2 output from transport would result if all the RSS policies were implemented, but that successfully implementing current policy will achieve only a net reduction in the growth of transport emissions. It concludes that reducing total transport related CO2 emissions may not be achievable and that reducing the growth in CO2 emissions from transport is more realistic.
Local 2.5.5 National Indicator 186 is one of a number of key economic indicators that form the basis of the Performance Framework for Local Government associated with “Strong and Prosperous Communities” – The Local Government White Paper (2006).
2.5.6 Indicator 186 is important in respect of understanding the existing contribution of transport to overall CO2 emissions within the study area, and how this compares to that for the South West region and the UK. Table 2.5 below shows that road transport CO2 emissions per capita for Taunton Deane and Sedgemoor districts are below the regional average, and that for Sedgemoor, road transport comprises a relatively low proportion of total CO2 emissions per capita. However, unlike the trend for the South West and United Kingdom, there is no evidence in a declining trend in CO2 emissions per capita from transport.
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Table 2.5 - CO2 emissions per capita 2005-2007
Total CO2 emissions per Road transport CO2 emissions per capita (kt capita (kt CO2) CO2) 2005 2006 2007 2005 2006 2007 (% of total) (% of total) (% of total) Taunton 6.6 6.4 6.2 1.7 1.7 1.7 Deane (26%) (26%) (27%) Sedgemoor 7.8 7.7 7.6 1.7 1.6 1.7 (22%) (21%) South West 7.2 7.1 6.9 1.9 1.8 1.8 (26%) (26%) United 7.3 7.2 7.0 1.8 1.7 1.7 Kingdom (24%) (24%) Source: AEA September 2009
2.5.7 Responding to Climate Change in Somerset (Feb 2008) illustrates the vulnerability of the Connect3 area to the effects of climate change in the form of coastal and fluvial flood risk.
Other Environmental Characteristics 2.5.8 Somerset lies within a landscape of high quality. Around 10,000 species of plants, animals and fungi have been recorded so far in Somerset, a county known to be one of the richest in biodiversity in the UK (Somerset Environmental Record Centre and Somerset County Council, 2005). Somerset is home to numerous nationally rare and protected species.
2.5.9 Internationally Designated Sites:
Quants Special Area of Conservation (SAC) - The site supports a medium-sized but strong marsh fritillary butterfly population in a neutral grassland/fen mosaic. It is strategically placed close to other smaller sub-populations, with which it forms a metapopulation, and may exchange individuals with the large population at Southey Moor (outside the SAC series). The site is located in the north of Blackdown Hills
Hestercombe House Special Area of Conservation (SAC) – Large lesser horseshoe bat maternity site located to the north of Taunton.
2.5.10 Nationally Designated Sites:
• Sites of Special Scientific Interest - There are five areas within close proximity of the Gateway Study
i) Thirlbear Wood & Quarrylands (Species rich woodland. Plants normally confined to primary woods suggest that Thirlbear is of considerable antiquity).
ii) Prior’s Park & Adcombe Wood (Excellent examples of several of broadleaved semi-natural woodland types associated with the Blackdown Hills. Additional interest lies in the occurrence of several areas of unimproved marshy grassland.
iii) Blackdown & Sampford Commons (heathland, carr woodland and marshy grassland habitats).
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iv) Quants (A wide range of semi-natural habitats). Site supports an outstanding invertebrate fauna)
v) Northmoor (Nationally important grazing marsh and ditch system)
• Local Nature Reserves - There are 6 Local Nature Reserves within Taunton and the immediate surrounding area, a further two in Wellington, 1 in Hatch Beauchamp and 1 (Screech Owl) to the immediate north of Junction 24 of the M5.
• Areas of Outstanding Natural Beauty (AONB)- There are two (AONB) (Blackdown Hills and Quantock Hills) within close proximity of the Gateway Study Area.
• Environmentally Sensitive Areas - Blackdown Hills, Somerset Levels
2.5.11 Somerset has a number of Special Road Verges which are identified sites within the highways that are of biodiversity interest, usually containing wild flowers of importance, such as orchids.
2.5.12 There are 3 scheduled monuments in Taunton and the immediate surrounding area. There are further scheduled monuments: The Chapel, Shearston (to the south of North Petherton), Horsey Medieval Settlement (to the north of Bridgwater) and a Motte with two baileys (near Junction 23 of the M5)
2.5.13 In terms of flooding much of Somerset is low-lying and therefore at risk from flooding. The Parret Catchment which covers half the County (1,690 sq.km) and includes the tributaries of the Tone, Yeo, Cary and Isle is particularly vulnerable to flooding with the lower part of the Catchment subject to regular flooding.
2.5.14 The Somerset Air Quality Strategy (2008) makes the point that broadly speaking, air quality across the County is good. Industrial processes within the districts do not pose a threat to air pollution, and the major source of emissions is from traffic. Air Quality Management (AQMs) sites exist at A38 East Reach and A358 Henlade and A38 in Bridgwater is a potential new designation. These are all traffic related, caused by heavy slow moving flows of traffic through built up areas adjacent to the A38 and A358.
2.5.15 According to the Taunton Transport Strategy Review (which is looking at the area which will experience the most growth in traffic) forecast improvements in vehicle technology mean that emissions of local pollutants PM10 and NOX are forecast to decrease in the future baseline despite forecast traffic growth. This may be assisted by schemes such as the Government scrappage scheme.
2.5.16 As a general rule for there to be a perceptible change in noise levels there has to be a change of 3dBA1 which equates to a doubling or halving of traffic flow. The Taunton Transport Strategy Review (which is looking at the area which will experience the most growth in traffic) found that changes in annoyance associated with noise are generally small in scale for the future baseline with the exception of Fore Street/East Street in Taunton. 2.6 Social and Cross Cutting
2.6.1 The Sustainable Community Strategy for Somerset 2008-2026 identifies a number of cross-cutting issues including:
• Ageing population and needs of the elderly
• The need for a shift in travel behaviour to limit the rate of growth of congestion
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• Increasing CO2 emissions from the County - In 2006, 4,110 kilotonnes of end user carbon dioxide emissions were released in Somerset – an increase of 1% on the previous year
• Insufficient availability of affordable new and high quality housing
• The need to improve the quality of life in deprived neighbourhoods
• Low wages and low skill levels
• Road safety - 301 people were seriously injured or killed on Somerset’s roads in 2007. Children and young people (aged up to 24) represented 36% of those killed and injured on Somerset roads in 2005.
• The risk of serious and fatal road traffic collisions increases on the extensive network of Somerset’s rural single carriageway ‘A’ roads.
Bridgwater
2.6.2 Social and cross-cutting issues for Bridgwater are identified in the Sedgemoor Sustainable Community Strategy (3rd edition 2009) and Bridgwater Challenge (2009). These include issues of deprivation, the need for decent and affordable housing, the issues relating to an ageing population and the associated pressure on social and healthcare services.
2.6.3 The leisure and retail offering in Bridgwater is recognised as being weak with leakage towards Taunton and Western super Mare and further afield.
Key issues are summarised as: • Increased demand for health care and appropriate housing for the older generation • Increased pressure on local authority’s finances and social services provision due to ageing population • Reduced choices for young people looking to locate and stay in the area. • Pressure on town centre and community and health care services. • Tackling areas of deprivation. • The need to encourage healthy lifestyles. • Addressing flood risk issues • Identifying sufficient appropriate sites to meet housing and employment growth expectations • Competing with other areas which also have challenging targets to attract high quality growth in both jobs and housing • Maintaining the quality of public services Taunton and Wellington 2.6.4 The Taunton Deane Community Strategy which sets out a number of social and cross cutting issues in respect of Taunton and Wellington. Focuses much more on population characteristics, the need for new employment, transport. and air quality.
• Taunton Deane has a higher than average proportion of people who are too young or too old to work. There is a trend of younger people moving away from the area, possibly to seek higher wages elsewhere, and of older people moving into the area for retirement.
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• Polarized skill levels - high proportion of low skilled employees and a slightly higher than average share of managerial and professional workers. • Low wage levels • Difficulties in attracting new employers to Taunton Deane • Industrial base lacks diversity • High dependence on private cars - 65.6% travel to work by private car; 3.1% public transport; walk/cycle 19.8% (Census 2001) • Public transport usage for travel to work at 3.1% is low compared to regional and national usage (6.06% in SW, 14.81% nationally) • Taunton Deane exceeds the GB and SW average for walking/cycling to work • Air Quality Management Areas at Henlade and East Reach Road Safety 2.6.5 The Somerset Road Safety Partnership Casualty Review 2006-2008 presents progress towards the Local Transport Plan 2006-2011 targets for Somerset: • 35% reduction by 2010 in the number of people killed and seriously injured (KSI) on the County’s roads compared to the 1994-1998 baseline • 50% reduction by 2010 in child KSI casualties • The maintenance of slight casualty figures at the 2001-2004 baseline average
2.6.6 Actual figures in 2008 showed that Somerset is progressing well towards meeting or exceeding all three targets:
Table 2.6 - Road Safety Casualties in Somerset
2005 2006 2007 2008 2009 2010
KSI Casualties
Actual 344 325 301 274
Yearly Target 345 336 314 292 270 247
KSI Child Casualties
Actual 20 28 8
Target % change from previous year -71%
Actual % change from previous year -50%
Slight Casualties
Actual 2224 2178 1954
Yearly Target 2190 2190 2190 2190 2190
Source: Tables 4.1, 5.1 and 6.1 in Somerset Road Safety partnership Review 2006-2008
2.6.7 The “A38 Red Route” road safety initiative – Southern Section (Somerset Road Safety Partnership) identifies problems and issues along the A38 between Bridgwater and
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Wellington, following analysis over the period 2002-2007. The work identifies 8 cluster sites over the route where 6 or more collision injuries occurred over the period.
2.6.8 The key factor identified was speed and road users failing to adjust their driving behaviour in anticipation of approaching hazards. A high number of motorcycle collisions were identified, particularly between Wellington and North Petherton. A strategy combining engineering, awareness and enforcement has been put in place to reduce the problems.
2.6.9 Accident Plots and summary data for the period 2005 to 2009 have been provided by Somerset Road Safety Partnership. The data provided covers the entire length of the A38 between M5 Junction 23 and the Devon border south of Wellington. Separate accident plots by severity have been provided for the A358 between the A303 near Illminster and the M5 J25, and for the A38 corridor as described above. For the A38, separate rural plots and summary data have been provided.
2.6.10 Key findings for the A38 are as follows: • There were 601 accidents involving 819 casualties over the 5 year period – • Of these 8 were fatal, 69 serious and 742 slight • The trend in accidents across the 5 year period is generally downward, from a peak of 139 in 2006 to 109 in 2009 (slightly up on 95 accidents during 2008) • The trend in casualties across the 5 years period is generally downward across all severity types • Of the 819 casualties, 551 were car users, 102 motorcyclists, 66 pedal cyclists and 61 pedestrians • Rural accidents on the A38 have decreased from a peak of 53 in 2007 to 34 in 2009
2.6.11 The distribution of accidents and their severity on the A38 is shown in Figures 2.2 and 2.3.
2.6.12 The most dense accident clusters along the A38 exist throughout the urban areas of both Bridgwater and Taunton. Significant clusters are also evident within North Petherton, Dunball (near the M5 Junction 23), and between the junctions with the A321 and the A3259 and at Chelston/ Chelston Heathfield (near the M5 Junction 26). Clusters of serious and fatal accidents exist in Bridgwater (between the two junctions with the A39, to the south of North Petherton, at the junction with the A361 (Walford Cross Roads), Monkton Heathfield, Rumwell (south west of Taunton), and at Beambridge (west of Wellington).
2.6.13 Key findings for the A358 (M5, J25 to A303) are as follows:
• There were 86 accidents over the 5 year period • Of these accidents, none involved fatalities, 8 involved a serious casualties, and 76 involved slight casualties 2.6.14 A breakdown by year and road user has not been provided.
2.6.15 The distribution of accidents and their severity on the A358 is shown in Figure 2.4
2.6.16 A significant cluster of accidents of mainly slight severity exists between Ruishton and Henlade, in the vicinity of the M5 Junction 25. Smaller accident clusters also exist at the junction with the A378, between Stewley and Kenny, and to the north of Horton Cross.
2.6.17 More detailed accident data for the A358, M5 and other strategic routes will be required to undertake appraisal of the strategy options in accordance with the WebTAG safety criteria.
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Indices of Multiple Deprivation 2.6.18 In terms of the 2007 English Indices of Deprivation, Sedgemoor District overall is slightly below the national average, ranking 169th out of 354 Local Authorities. Taunton Deane is slightly above average, ranking 204th. Within the South West, both have relatively low levels of deprivation, with Sedgemoor District the 28th most deprived local authority area and Taunton Deane the 30th, out of a total of 44 Local Authorities. Both districts have significant pockets of pronounced deprivation, mainly within the urban areas of Taunton, Bridgwater and Yeovil. There are also wider issues relating to access to housing and services in rural areas. 8% of the population of Taunton Deane lives in areas of comparatively high deprivation – i.e. the bottom 25%
2.6.19 Within Bridgwater, the Sydenham, Eastover, Victoria and Hamp wards experience multiple deprivation across a wide range of indicators and have been identified as priority wards under the 2007 Somerset Health and Social Needs Analysis deprivation indices. Hamp and Sydenham are within the 20% most deprived in England.
2.6.20 Within Taunton Deane, the most deprived wards are Halcon (which is in the bottom 10%), , Lyngford, Pyrland and Rowbarton and Eastgate. Halcon and Lyngford are within the 20% most deprived in England. 2.7 Transport
2.7.1 This section provides the transport context for the study area covering the following areas: • Mode split • Rail network and services • Strategic Bus network and services • Park and Ride • Strategic cycling links and barriers • Strategic highway network and traffic flows
Mode split 2.7.2 The best indication of mode share available is the ONS 2001 Mode of Travel to Work data and this is shown in Table 2.7.
Table 2.7 - Mode Share
Taunton Sedgemoor Somerset South West England Deane excluding London Working from home (%) 11 12 12 11 9
Working population 58 62 60 59 59 commuting by car (Driver) (%) Working population 6 6 6 6 7 commuting by car (Passenger) (%) Working population 1 0 0 1 3 commuting by train (%)
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Taunton Sedgemoor Somerset South West England Deane excluding London Working population 2 2 2 5 7 commuting by bus (%) Working population 2 1 1 2 1 commuting by motorcycle, scooter or moped (%) Working population 7 6 5 3 3 commuting by bicycle (%) Working population 13 10 12 12 10 commuting by walking (%) Working population 1 1 1 1 1 commuting by other modes (%) % using PT for journeys to 3 2 3 6 10 work Source: ONS 2001 Census
2.7.3 Of particular note are the high percentage of cycling trips and the low percentage of bus trips.
Rail network and services 2.7.4 There are two railway lines running through the study area. The main line running east-west through Taunton connects Exeter to London. A more local or regional line connects to the main line to the east of Taunton and runs north through Bridgwater and Weston-super-Mare to Bristol.
2.7.5 Passenger rail services are run by two operators – First Great Western and Cross Country trains, which is part of the Arriva group. Both these franchises are scheduled to end by 2016, providing an opportunity to introduce changes to the agreements.
2.7.6 Key issues for the Connect3 study to address are:
• Demand exceeding seating capacity on services including Taunton to Exeter and Taunton to Bristol in the busy high peak hours. • Capacity constraints associated with line speeds on certain sections of the route between Taunton and north of Cheltenham via Bristol, which are below the maximum speed capacity of the trains using it. Network Rail has identified that there is scope to raise line speeds on the route from Reading to Taunton, which would further reduce journey times. • Services to London are affected by a capacity bottleneck at Reading which would place a significant constraint on the operation of more trains. • Most of the car parks at major stations are already approaching capacity.
2.7.7 The South West Rail Planning Assessment indicates that journey times between Taunton and connected towns and cities are generally 10-20% higher by rail than by road. The exceptions are Weston super-Mare and Exeter where rail times are respectively comparable and favourable.
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Table 2.8 - Approximate journey time comparison (minutes)
Swindon Bristol TM Weston-s-Mare Exeter St Davids Plymouth Rail Road Rail Road Rail Road Rail Road Rail Road Taunton 100 80 63 50 29 29 28 41 87 75 Source: Extracted from South West Rail Planning Assessment
2.7.8 TTSR2 (May 2009) provides information on railway boardings at Bridgwater and Taunton Stations, mode of travel to these stations, and rail movements between Bridgwater, Taunton and Wellington. The work shows that in 2005/06 there were 3,100 boardings and alightings per day at Taunton and 557 at Bridgwater Station. This represents growth since 2003/04 of some 23% for Taunton and 28% for Bridgwater.
2.7.9 Somerset CC surveys undertaken in 2005 show that walking is the dominant mode of travel to Bridgwater Station (59% of total) and car for Taunton Station (63%). Overall travel to Bridgwater is much more sustainable than that to Taunton. This is to be expected given the wider catchment area of Taunton providing direct rail access to the regional and national centres such as Exeter, Bristol and London.
Table 2.9 - Mode of travel to train stations
Train Station Car Bus Cycle Walk Bridgwater 29% 0% 12% 59% Taunton 63% 5% 4% 28% Source: TTSR2 (table 5.20 – Mode of Travel to Main Station)
2.7.10 The TTSR2 peak-time analysis of rail movements between Bridgwater and Taunton reveals that the contribution of rail is limited at 2-4% of total movements by all modes depending on direction and time period. Car takes the lion’s share of travel between the two towns (86- 95%), while bus plays a far more significant role than rail in accounting for 5-11% of total movements.
2.7.11 The railway has an important role in the connectivity between Bristol, Taunton and Exeter Together, these areas account for just over a third of all forecast employment growth in the South West by 2026 and about 20% of the planned increase in housing. There is likely to be significant growth on this corridor (up to 50% is forecast by 2026) and worsening congestion on the parallel M5 motorway.
2.7.12 Plan-led growth and increase in congestion on the M5 is expected to increase the demand for rail travel between Bristol and Taunton/Exeter.
2.7.13 The number of passenger rail journeys in the region increased by 42% between 1995 and 2003; slightly more than the national average. Growth in demand has been particularly strong on the routes from Bristol, Exeter and Taunton to London; from Exeter, Taunton and Bristol to Birmingham and on the routes radiating from Bristol Temple Meads.
2.7.14 For Wellington, the key issue is the absence of a railway station and therefore the need to travel to Taunton to undertake journeys by rail. Not only does this mean rail makes no contribution to journeys originating in Wellington and destined for other parts of the study area, but it also makes rail a less attractive option for journeys to strategic destinations further afield.
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Strategic bus network and services 2.7.15 Bus services within the study area are dominated by First Avon and Somerset and Stagecoach South West. Webberbus is a recent entrant to the bus provision in the area. Initial consultation with the three operators identified particular pinch points within the network and a peak demand for their services in the morning and evening.
2.7.16 Overall bus suffers form low patronage and the majority of bus services are supported by the local authority.
2.7.17 Inter-urban services are operated between Bridgwater and Taunton, Taunton and Wellington and Taunton and Illminster. There are no direct bus services between Ilminster and Bridgwater, Ilminster and Wellington and Bridgwater and Wellington, meaning that these journeys are unattractive by bus.
2.7.18 The TTSR2 makes use of peak time bus patronage surveys undertaken in November 2006 on the A38 corridor between Taunton and Wellington and Taunton and Bridgwater. The relationship between Wellington and Taunton is simple and tidal, with most buses and highest passenger loadings travelling from Wellington to Taunton in the am peak and returning from Taunton to Wellington in the evening peak. Between Taunton and Bridgwater, the movements are more complex and the survey does not appear to track the same bus (and therefore passenger) movements departing one town and arriving in the other.
2.7.19 The bus operators have raised a number of points regarding the operation of bus services: • Congestion in Taunton, A358 in Henlade and Bridgwater has affected service reliability. • Traffic levels at A303/A358 and M5 junction has impacted on journey times resulting in extra vehicles needing to be deployed. • Incident based closure of the M5 and diversion of traffic through Bridgwater, Taunton and to a lesser extent Wellington has impacted on services. • Demand for services has increased (although recent monitoring more difficult due to the introduction of concessionary fares and the impact of the recession). • First has agreed to bus quality partnerships with Somerset CC, with the provision of low floor and new buses. • First has agreed a Bus punctuality partnership with Somerset CC. • First look after timetable information at stops. • Issue with new housing estates south of Bridgwater – on-road parking (as a result of no garages) means buses are unable to access the newly built estates. • Aversion to financial risk in introducing new services to an area. • Somerset currently outside a multi-modal ticket operated by other parts of the First Group in Bristol, North Somerset and Devon/Cornwall. • In terms of developing the network, would require up front support from developers or the council.
2.7.20 The introduction of Quality Bus Partnerships (QBP’s) on key routes has resulted in an increase in patronage on those routes against an overall decline for the county as a whole. The LTP states that two QBP’s are to be introduced between 2010/2011 as can be seen on figure 2.5 below taken directly from Somerset LTP2
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Figure 2.5 - Quality Bus Partnerships
Source: Somerset Local Transport Plan 2006-2011
2.7.21 Overall, Taunton has good connections between its peripheral areas and the town centre. There are just three areas that are not served by town centre routes; these are Sherford and Trull to the south and Langaller to the far west.
2.7.22 Bridgwater also has good connections between its peripheral areas and the town centre with all areas being served. In addition to this, the four bus routes linking the peripheral areas to the town centre all stop at the bus station which is also served by the inter-urban bus services 15 and 21. Bus accounts for less than 1% of trips to Bridgwater Station (SCC survey data 2005)
2.7.23 In terms of travel between the three towns, the bus makes a significant 22-25% contribution to journeys between Wellington and Taunton, and an 11% contribution to all journeys between Taunton and Bridgwater. Bus accounts for approximately 4 x the number of trips between Bridgwater and Taunton as does rail (SCC survey data 2005).
2.7.24 A summary of key issues in relation to bus use for the study area is provided below:
• Direct bus services link Taunton to Bridgwater, Ilminster, and Wellington. However, there are no direct buses between the other towns. • Some of the inter-urban services are financially supported but this tends to be either side of the AM and PM peaks or on a Sunday. • There is competition on the Taunton to Bridgwater route between services number 15 (Webberbus) and 21 (First). • Taunton and Bridgwater both have small town bus service networks. Interchange is required in the town centres to connect with the inter-urban services. For certain
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services in Taunton, this requires that passengers walk from The Parade to the Bus Station. • Congestion in both Bridgwater and Taunton is considered to have an impact on the modes of transport and routes people use.
Park and Ride 2.7.25 Taunton currently has two Park and Ride sites, one intercepting trips from the west of the town on Silk Mills Road and another which partially opened in November 2009, accessed from the A358, immediately east of the M5 (Junction 25).
Figure 2.6 – Silk Mills Park and Ride patronage
Source: Somerset County Council Website (Major Schemes) 2.7.26 The Silk Mills Park and Ride has been successful, with levels of usage increasing steadily to around about the 25,000 by July 2008. Demand is seasonal, with a the highest levels of usage being experienced on the run up to Christmas each year to date.
2.7.27 Taunton Gateway Park and Ride partially opened in November 2009, with signal and junction work to be completed February 2010 before it can be opened to full capacity. The Park and Ride is LTP funded, geared towards south Somerset and M5 traffic destined for Taunton town centre, and costs £1.70 per passenger (discounts for certain groups but no concessionary fares) with a total of 800 spaces available. Post implementation monitoring is being undertaken with an Automatic Traffic Counter (ATC) located at the park and ride entrance. Bus passenger data will also be provided.
Strategic Cycling Routes 2.7.28 The distance in itself between Wellington and Taunton is not prohibitive to utility cycling. While for most, the distance between Bridgwater and Taunton is. The main contribution for cycling is considered to be from within the urban areas for trips between residential communities and the town centres, employment areas, leisure facilities and other attractions.
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All three towns have relatively flat built up areas but Taunton is the only town with cycle facilities resembling an urban cycle network.
2.7.29 National Cycle Network Route 3 (NCN 3) links the town centre of Bridgwater with Taunton, largely following the route of the Bridgwater and Taunton Canal. Much of this route is aligned to the east of the M5 and parallel to the railway line. Outside the urban areas, the route is almost entirely off road and well away from any street lighting. NCN 3 continues through the heart of Taunton, from west to east, following the route of the canal as far as the centre, and then incorporating mostly quiet lanes well to the north of the A38 corridor, passing approximately 2 miles north of Wellington. Between Bridgwater and Taunton, the cycle route is flat. West of Taunton it becomes hillier.
2.7.30 The A38 is the most direct route connecting the three study towns, but traffic flows and speeds on this strategic local route are high while provision for cycling is limited. Alternative quieter on-road routes are significantly less direct, and hillier.
Highway network 2.7.31 Highway data has been used from the Taunton Transport Strategy Review (TTSR2) Baseline Update Report (2008), which provides some key statistics from the Taunton and Surrounding Area Road Traffic Model (TSRT2). The details below focus on the strategic inter-urban context, summarising traffic flows, junction delays and journey times. The concerns regarding the TSRT2 limit the value of this highway and traffic analysis.
Traffic flows on strategic links 2.7.32 Total traffic flows increased between 2001 and 2006 across the study area, albeit with fluctuations depending on location and time period. A comparison of modelled traffic flows from the 2001 RTM and the 2006 TSRT models show that Bridgwater experienced a 5% reduction in traffic during the morning peak, a 3% increase during the evening peak and an 18% increase during the inter-peak. Taunton experienced a 6% increase in traffic during the morning peak, a 9% increase during the evening peak and a 23% increase during the inter- peak. Wellington experienced a 19% increase in traffic during the morning peak, a 13% increase during the evening peak and no change during the inter-peak. However, there are local fluctuations: traffic on the A38 and South Street has increased, whilst traffic on the A38 from Taunton has decreased.
2.7.33 Morning peak hour flows in 2006 are shown in Table 2.10.
Table 2.10: Strategic Am Peak traffic flows in 2006 Route 2006 Traffic Flow Inbound Outbound A38 Taunton Road 1083 1091 A372 Westonzoyland Road 593 470 A39 Bath Road 890 579 A38 Bristol Road 596 500 A39 Quantock Road 727 506 M5 (Junction 25 to 26) 2961 2713 A358 Obridge Viaduct 1392 1046 A38 Toneway 1816 1341 A3027 Staplegrove Rd 940 651 A3038 Station Rd 576 341 A3259 Yallands Hill 852 571 A3065 Silk Mills Rd 791 675
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Junction delays 2.7.34 The 2006 model as reported in TTSR2 shows queues are generated at a number of junctions in Bridgwater and Taunton during the morning peak, as shown in Table 2.11.
Table 2.11 - Junction delays for the am peak on strategic links in 2006
Junction Description Average Delay 2006 (seconds) M5 Junction 23 3.8 M5 Junction 24 2.1 A38 Bristol Road/The Drove 41.8 A38 Bristol Road/A39 Bath Road (Cross Rifles) 8.7 A39 Monmouth Street/A372 St Johns Street 40.3 A38 Taunton Road/ A38 Broadway 41.4 A39 Quantock Road/Western Way 6.6 A358 Staplegrove/A3085 Silk Mills 14.7 A3085 Silk Mills/ A38 Wellington New Rd 7.5 Staplegrove/A358 Greenway Rd 18.8 Staplegrove/Station Road 25.8 Hurdle Way/ East Reach 15.0 Toneway/ Victoria Parkway/ Obridge Viaduct 13.6 Obridge/ Priorswood Road 14.1 Station Road/ Greenway Rd/ Priorswood Rd 30.2 Victoria Parkway/ East Reach 23.8 A38 Bridgwater/ A38 Toneway 38.0 North St/ Fore Street/ Corporation St 7.5 M5 Junction 25 4.1
2.7.35 Details of volume over capacity shows the Monmouth Street approach to the A39 Monmouth Street/A372 St Johns Street junction is over capacity during the morning and evening peaks. Similarly the Taunton Road approach to the A38 Taunton Road/ A38 Broadway junction is operating over capacity. There are problems on the A3259 to A38 southbound link in Taunton, causing extensive delay to through traffic on the A3259 towards Bridgwater.
Journey Times 2.7.36 Average journey times for the morning peak hour between the M5 junctions and Bridgwater town centre are shown in Table 2.12.
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Table 2.12 Journey times for the am peak on strategic links in 2006 Route Description AM 2006 Journey Time, Minutes Inbound Outbound M5 Junction 23 to Bridgwater Town 7.8 7.3 Centre M5 Junction 24 to Bridgwater Town 6.5 6.6 Centre M5 to West Somerset via Priorswood 12.1 12.2 Rd M5 to West Somerset via Staplegrove 14.5 13.7 Road and NIDR Pen Elm Hill (A358) - East Reach (via 17.4 16.9 Silk Mills) Henlade - Obridge Viaduct 5.4 5.7 Station Road - North Street 3.6 3.5 A38 Wellington to East Reach 31.4 28.1
2.7.37 Further detailed analysis shows journey times have increased in some locations between 2001 and 2006, particularly on routes using Town Bridge and A39 Broadway, and for vehicles entering Taunton via Station Road and the Obridge Viaduct. Select Link Analysis 2.7.38 Select Link Analysis has been undertaken at an indicative level using the Updated Transport Model based on pm peak flows for the year 2009. The analysis reveals that much of the traffic using the A38 Corridor between Wellington and Bridgwater either originates from or is destined for one of the three study towns. For example, up to 80 % of traffic north-east of the A38 Wellington Road originates from or is destined for Taunton Town Centre. For Bridgwater, a very high percentage of trips on the A38 are destined for Bridgwater Town Centre. The situation is slightly different for Wellington, where less than 35% of total traffic on the town side of the A38 west of town Select Link originates from or is destined for the Wellington Town Centre. 2.7.39 In the main, the A38 is used for local trips between the towns and not as a through route.. Less than 15% of total M5 traffic (north of Junction 24) originates from or is destined for the three study area towns while approx. 12% relates to the A358 west of J25. The extent to which traffic is using the M5 for strategic access or egress from the study area compared to “junction hopping” for local trips requires further survey work and analysis. 2.8 Gaps in our existing knowledge/ evidence base
2.8.1 A number of gaps have been identified in the evidence base for this study. These will need to be addressed in order to develop an accountable strategy based on a detailed appraisal of the economy, social and environmental criteria in accordance with the DaSTS Framework. 2.8.2 Traffic data - The Taunton and Surrounding Area Transport Model has been identified as being in need of improvement to ensure its ability to support this study. In particular the HA have expressed concern over its accuracy in modelling the M5 junctions. There are also gaps or weaknesses in the data relating to inter-urban public transport trips, and park and ride trips.
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2.8.3 Rail patronage – MOIRA data has been requested from First Great Western (FGW) to provide an understanding of demand for rail services associated with Taunton and Bridgwater Rail Stations, and to assess the feasibility and business case for service or capacity enhancements.
2.8.4 Bus patronage – Bus passenger data from the key operators will assist in appraising available capacity on existing services and with options associated with network-wide review of services financially supported by Somerset County Council.
2.8.5 Road safety - There is currently only partial understanding of the accident data for the A358 between M5 Junction 25 and the A303. Further information is required from Somerset Road Safety Partnership in respect of trends and breakdown of casualties by road user. Accident data for the M5 (Junction 23-26) would facilitate appraisal of the safety benefits associated with strategy options resulting in a reduction of travel on the M5, associated with mode shift, re-assignment and re-distribution of trips.
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3 Future Situation: “Where we are going”
3.1 Introduction 3.1.1 This section sets out the policy aspirations for the region and study area within the spatial, economic, environmental, social and transport context. The future development scenarios and schemes are identified, along with the future transport schemes. Finally this section looks at the implications for the intervening years of 2010-2014 and finally at the implications in terms of future demand.
3.2 Key Policy Aspirations
Spatial 3.2.1 The Regional Spatial Strategy 2006-2026 (RSS) for the South West (Consultation Draft 2008) sets out the Government’s policies for the development of land within the South West region. It looks forward to 2026 and provides a broad and long term development strategy for the region. It is a new kind of strategy – spatial and functional in approach - responding to the Government’s challenge of building sustainable communities. It defines district level housing numbers and as such is intended to guide the planning process at a local level. It also sets out a Regional Transport Strategy to guide investment in transport facilities.
3.2.2 The RSS identifies both Taunton and Bridgwater as Strategically Significant Cities and Towns (SSCTs) to be the primary focus of development in the region, where opportunities for employment and levels of accessibility by means other than the car to health, education and other services. The more effective and efficient function of SSCTs, as places where people and businesses benefit from well panned urban environments and transport systems, is seen as vital to the future economic success of the region.
3.2.3 6,200 new homes are to be accommodated at Bridgwater in accordance with its identified role in the RSS as a Strategically Significant City and Town (SSCT). The RSS also identifies an Area of Search at North East Bridgwater for the provision of an additional 1,500 homes as part of a strategic urban extension to the town. An additional 7,500 jobs will need to be provided within the Bridgwater Travel to area, including 54 hectares of employment land.
3.2.4 18,000 new dwellings are to be accommodated in Taunton by 2026, including 4,000 in Monkton Heathfield and 3,000 in Comeytrowe. There will be provision of an additional 34 hectares of employment land in Taunton and the provision of 16,500 jobs in the Taunton ‘Travel to work area TTWA’.
3.2.5 An additional 3600 dwellings are to be accommodated within the Borough of Taunton Deane, outside Taunton. Wellington is expected to accommodate most of this growth.
3.2.6 These identified growth aspirations have serious implications for the inter-urban and strategic transport networks. Such significant levels of development will result in increased demand for travel and, depending on the location of the developments and their design concept, this will impact on the regional and national transport networks. The question will be to what degree and how the planning can minimise the impact.
Economic 3.2.7 Economic aspirations are set out in the Regional Economic Strategy for the South West (2006-2105) at a regional level, and at the local level in the Economic Strategies produced at County and District/ Borough level. The Bridgwater Vision and Strategic Framework (2009, and the adopted Taunton Town Centre Area Action Plan (2008)
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3.2.8 The RES aims to provide a “shared vision for the development of the region’s economy” within the wider context of sustainable development and complementing the Regional Spatial Strategy. The current strategy covers the period 2006-2015. “Improve transport networks” is one of 11 regional priorities to achieve the economic strategic objectives. Congestion in urban centres is identified as major problem. Progress measures towards this priority are identified as:
• Reduced journey times to major markets • Increased reliability of public transport infrastructure
3.2.9 The RES identifies the need to work towards stronger, more sustainable and inclusive communities, making key towns and cities in the region better places to live and work by improving environmental and social conditions as well as the economy, and by re-connecting key cities and towns with their rural hinterlands.
3.2.10 The RES identifies the need to fully exploit the potential of Information and Communication Technology to overcome issues of connectivity and accessibility, and to reduce the need to travel to work or do business. It States commitment to reducing the region’s environmental “footprint” by adopting a low carbon approach to economic development. “The region is committed to reaching and perhaps exceeding the national targets for CO2 emissions”.
3.2.11 The Somerset Economic Strategy (2005) sets out six strategic objectives within and contributing to the RES:
• To develop the effectiveness of Somerset’s economic voice, partnerships and strategic delivery capacity • To maximise the long term investment attractiveness and dynamism of Somerset’s economy • To increase the competitiveness and productivity of Somerset businesses • To realise the potential of Taunton, Yeovil and Bridgwater as economic growth centres for Somerset and the SW region • To revitalise the economy of Somerset’s market towns and rural communities • To increase access to economic opportunities for all Somerset residents
3.2.12 For Bridgwater the key aspirations are set out in the Sedgemoor Economic Development Strategy (July 2009), the Sedgemoor Economic Masterplan 2008-2026 and the Bridgwater Vision and Strategic Framework (2009). Further insight to aspirations for the town have also been ascertained through consultation with Strategic and Planning officers at Sedgemoor DC and Somerset CC. In the context of this study, the key aspirations for Bridgwater are summarised below:
• Maximise investment attractiveness • Realise the potential of Bridgwater • Support economic renewal • Increase economic prosperity
3.2.13 The Vision for Bridgwater will be achieved through the following:
• Moving to higher value added knowledge driven economy – targeted employment growth • Unlocking and accommodating economic potential in a sustainable manner (encouraging greater role for PT, walking and cycling)
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• Support regeneration / re-vitalise the town centre/ urban renaissance (Northgate development) • Addressing educational weaknesses at GCSE level and in Higher Education • Addressing the migration of skilled younger people to other areas • Working towards a local University – Joint Universities of Somerset • Integrating the town’s development with the emerging LDF and LTP3
• Confirming economic relationship with Taunton and working towards enhancing it • Colley Lane Industrial Area– access improvements to be secured through the development process • Managing the A38 Transport Corridor to facilitate sustainable economic growth • Bridgwater Travel to Work Area targets (7,500 new jobs and 54 ha employment)
3.2.14 There are aspirations in respect of the proposed Hinkley Power Station development; both as an opportunity to link in with the economy through the college and local industry, and also to contribute towards transport infrastructure that will relieve congestion through the town.
3.2.15 The Vision for Taunton is that by 2026 Taunton will be one of Europe’s most successful and sustainable towns with a dynamic knowledge economy and a high quality of life. Growth Point Status - Upwards of 20,000 jobs must be created between 2011 and 2026 (allowing for recession impact) and higher proportion need to be high skill, high paid occupations6.
3.2.16 Taunton’s Growth Point Status provides an opportunity to make the town more attractive and competitive to business through
• Project Taunton - Redevelopment of the town centre to unlock economic potential • Growing creative industries and providing space for culture • A digital and green economy (Southwest One and IBM Partnership) • Build knowledge economies based on the leading health and education sectors of the Taunton economy, with a focus on Somerset Colleges and Musgrove Hospital
Environmental 3.2.17 The focus and importance of environmental aspirations is expanding, with increasing focus on tackling climate change. Carbon dioxide is the focus of environmental impacts for this study. National aspirations for tackling climate change are set out in the Department for Transport’s Low Carbon Transport: A Greener Future, (July 2009). The South West Climate Change Action Plan (2009 Update) and Regional Environment Strategy for the South West 2004-2014 set out the aspirations for the Region. At a local level, commitments are set out by the County in Responding to Climate Change in Somerset.
3.2.18 A Greener Future Sets out how the DfT intend to reduce CO2 emissions from transport by 2020 and 2050 in line with the Climate Change Act 2008. The Strategy helps in confirming the role for transport in delivering sustainable growth. It supports a shift to new technologies and cleaner fuels, promotes lower carbon choices, and suggests using market mechanisms for encouraging a shift to low carbon transport modes.
6 Envisioning the Future of the Taunton Economy (Taunton Deane Borough) April 2009
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3.2.19 The Environment Strategy for the South West feeds into the development of other regional strategies like the RSS and provides the regional context for the development of Community Strategies, Local Development Framework’s and sub-regional/ local economic strategies. The following Strategy aims have links with the DaSTS goals and study objectives:
• Conserve and enhance the landscape; • Use natural resources efficiently and wisely; • Protect and improve the quality of our air, soils and water; • Develop a low carbon economy; • Improve the quality of people’s living environments; and • Improve sustainable access for everyone to a thriving and enhanced environment
3.2.20 Transport is identified as 1 of 4 areas providing the greatest opportunity to deliver environmental benefit, but where existing pressures and trends could cause the greatest damage (Spatial Planning also identified in this context). The latest Progress Report published is for 2006. At this time, g/h gas emissions, traffic growth and local air quality are identified as areas with negative pressures expected to continue.
3.2.21 The objective for transport is to “minimise the environmental impact of the travel and transport necessary to support the social and economic needs of the region.” Regional priorities for action are to:
• Minimise the impact of transport on the environment • Provide safe, integrated transport systems accessible to all; and • Provide alternatives to fossil-fuelled transport
3.2.22 The South West Climate Change Action Plan focuses on immediate practical regional action up to 2010 to both reduce vulnerability to climate change and also reduce emissions.
3.2.23 Of the 7 priority objectives for mitigation, transport is at the core of one: “Undertake regional activity to support carbon reductions and demand management from regional and local multi-modal transport”
3.2.24 In respect to carbon emissions from transport the Action Plan aims to promote measures to reduce both the need to travel and the carbon intensity of transport modes. In order to do this, the Plan identifies the need to “develop evidence base, monitoring and evaluation for sustainable, low carbon transport and travel.”
3.2.25 Regional activity required to achieve the transport objective is to:
• Lead the establishment of a regional evidence base of existing travel patterns and benchmark with other regions
• Co-ordinate production of a consistent evidence base for carbon emissions from transport for use at regional, sub-regional and local level to support development of LDF policies and programmes and LTPs
• Co-ordinate and benchmark LA actions to quantify CO2 impacts of transport policies / schemes, combining outputs from travel patterns and carbon emissions evidence base to look at future scenarios and sensitivity testing of growth levels
• Lobby for carbon assessment criteria to be included in the development of transport appraisal methodology.
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3.2.26 The Plan’s ambition to position the South West as a leader in developing Low Carbon Technology involves actions associated with supporting technological development in reducing carbon emissions from transport.
3.2.27 Responding to Climate Change in Somerset sets out 5 commitments in respect of the Council leading, engaging widely, and setting an example for the monitoring and target setting for the reduction of CO2 emissions across all its service areas.
3.2.28 For Bridgwater and Taunton, aspirations are for cleaner air and greener town centres that provide attractive, safe and healthy environments to live, learn, work and visit. This is seen as key to the success of redevelopment and regeneration opportunities.
Social and cross-cutting 3.2.29 Social and cross-cutting policy aspirations are set out at County and District level within the Community Strategies; While the Local Area Agreements at County level, provide the means for their delivery.
3.2.30 The Sustainable Community Strategy for Somerset (2009) sets out the long term vision for the County to 2026. The Strategy contains 18 high level challenges within the following Aims:
• Positive contribution • Sustainability • Economic well-being • Achievement • Safety • Health
3.2.31 The Draft Sedgemoor Sustainable Community Strategy contains the high level aspirations for Bridgwater. Local priorities cover the following areas within the framework of the Somerset Community Strategy:
• Climate change; • Economic development- raising skills and aspirations; • Reducing deprivation; • Provision of decent and affordable housing; • Preparing for an increasingly elderly population
3.2.32 The Sedgemoor Masterplan contains the following cross cutting policy aspirations
• BR3 - Establish The Bridgwater Hub (Knowledge and Enterprise Centre with incubation facilities). • BR5 - Support Bridgwater College to expand its further and higher education offer and prioritise the integration of new facilities with the Town Centre. • BR6 - Promote Bridgwater as a location for sports, cultural and festival activities and other events such as farmers markets which will bring new visitors to the town.
3.2.33 The consultation revealed that a major reconfiguration of secondary school provision in Bridgwater is set to take place as part of the Government’s PFI Building Schools for the Future. This will see both the construction of new schools and refurbishment of existing sites in the town. A key feature of the plan will be that the new schools will specialise on certain parts of the curriculum. This is likely to have a major impact on existing school traffic flows and
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modal choice in the town. The new schools are scheduled to be up and running before 2014 and so the initial impacts of the developments on existing traffic flows should be known.
3.2.34 The Somerset Primary Health Care Trust has plans to build a replacement for the current Bridgwater Community Hospital. This will involve relocating the hospital away from its town centre location to a site on the eastern outskirts of the town. The timeline for the project is currently unclear although a new consultation was undertaken in the autumn of 2009.
3.2.35 The Taunton Deane Sustainable Community Strategy contains the high level aspirations for Taunton and Wellington. Its 14 priorities within the Somerset Framework include the following:
• Creating a shift in travel behaviour to limit the rate of growth of congestion • Address low skill levels and low wage levels • Promote and enable healthy lifestyles • Tackle climate change • To promote equality and diversity
3.2.36 The Taunton Town Centre Action Plan contains the following cross-cutting aims and objectives:
• A regenerated town centre that attracts residents from all parts of the Borough, as well as visitors from within the south-west region and beyond • A strategic employment location offering a wide choice of jobs • A strategic retail centre offering a comprehensive shopping experience • A centre of excellence for leisure, culture and the arts • A town centre that is well connected and less congested • A regional centre of excellence for sustainable design • A town centre that is home to many more people • A well-managed town centre
3.2.37 Health facilities in Taunton will continue to be focussed on the Musgrove Park Hospital site off Wellington Road. The Taunton and Somerset NHS Foundation Trust has a masterplan for the site which is geared around revamping and building new facilities at the hospital.
Transport 3.2.38 The RSS contains a Transport Strategy (RTS) to support delivery of the spatial aspirations for the region. It emphasises the need to improve network management by minimising the use of the motorway network by local commuter traffic at peak times and managing the demand for road space. It also aims to achieve mode shift through attractive, safe and convenient pedestrian and cycle environments, the development of public transport corridors, travel planning and parking strategies. The RTS calls for limited and targeted investment in infrastructure to address specific regeneration problems and interchange opportunities. The sub-regional strategy for Taunton and Bridgwater emphasises the importance of the following:
• Progressive implementation of bus priority measures, particularly along the A38 public transport corridor and Bridgwater and Taunton and Wellington • Implementation of ‘The Third Way’ and Northern Inner Distributor Road, to deliver the town centre regeneration sites.
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3.2.39 The Somerset Local Transport Plan 2006-2011 contains a number of objectives focusing on the role of transport in supporting sustainable economic development, reducing growth in congestion, improving road safety and fear of crime by users of the transport network, promoting transport modes that provide physical activity, improving access to life opportunities, and minimising pollution and other environmental impacts associated with transport. LTP2 is to be replaced by Somerset Future Transport Strategy (LTP3) by 2011, the goals for which will mirror those of DaSTS.
3.2.40 The Bridgwater, Taunton and Wellington Future Transport Strategy (2009) contains the following objectives:
• Supporting the Economy • Strengthening Communities • Protecting the Environment; and • Making travel safer
3.2.41 “Supporting the Economy” relates to reducing use of the strategic network for local trips and use of the car for short distance journeys. It also aims to reduce journey times and increase reliability
3.2.42 “Strengthening Communities” relates to accessibility and self-containment through a greater role for public transport, walking and cycling. The emphasis is on prioritising deprived neighbourhoods.
3.2.43 “Protecting the Environment” relates to reducing negative impacts of travel and especially car use such as g/h gas emissions, noise and other pollutants. It also relates to protecting biodiversity, heritage and townscape.
3.2.44 “Making Travel Safer” relates to reducing road casualties, crime and fear of crime on the transport network.
3.3 Future Development Scenarios and schemes -
Committed developments 3.3.1 Committed developments are set out in the adopted Local Plans for Taunton Deane Borough Council and Sedgemoor District Council. These Plans are to be replaced by the emerging Local Development Frameworks, which will subsume their allocations.
3.3.2 Committed developments in Bridgwater comprise the following:
• Residential extension to the east of Rhode Lane (South Bridgwater Development) • Residential development to the west of Taunton Road (South Bridgwater Development
3.3.3 Committed developments in Taunton comprise the following:
• Residential extension to south and east of Norton Fitzwarren • Residential extension to east of Bridgwater lane in Monkton Heathfield • Small residential extension between Yallands Hill and Milton Hill in Monkton Heathfield.
Proposed developments 3.3.4 Proposed development is set out in the district/ borough level Core Strategies (Preferred options). Both of these are in consultation stage at the time of this baseline update. Both contain 20 year visions to support the RSS.
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3.3.5 Bridgwater Core Strategy (Preferred options) – Shaping the Future of Sedgemoor 2006-26 (September 2009) sets out proposals for a number of housing and employment sites, comprising a mix of urban extensions, redevelopment of brownfield sites, and key employment sites for access to the strategic highway network. The Local Development Framework also includes Supplementary Planning Design for a flood mitigation covering central and eastern Bridgwater, linked to development contributions.
Table 3.1 - Preferred development options for Bridgwater
Housing Dwellings Employment Schools Health District/ Other (Units) (hectares) centre local Community / centre facilities surgery BRIDGWATER NE Bridgwater 2,000 30 South Bridgwater 430 (Willstock) Phase 3 Cokerhurst Farm, 600 Wembdon Durleigh 500 Bridgwater Market 170 Former Gerber site, 300 Wembdon Other brownfield sites 1,200 Land to west and east of n/a 10 n/a n/a n/a n/a A38 Bristol Road Colley Lane n/a 4 n/a n/a n/a n/a Regional Logistics site n/a 22 n/a n/a n/a n/a J24 M5 Somerset Bridge n/a 12.5 n/a n/a n/a n/a Dunball (A38) n/a 3.5 n/a n/a n/a n/a Total Bridgwater 5,200 82+
3.3.6 The RSS shortfall of 2000 dwellings is to be met by combination of existing allocations in south Bridgwater and new Greenfield sites.
3.3.7 The Core Strategy also sets out proposals for Bridgwater town entre:
• Existing core – widened and diversified town centre • Northgate – Major mixed use commercial development integrated into existing town centre and comprising up to 16,000 sqm of office floorspace • Eastover – Regenerated as a leisure quarter for the town centre, comprising a mix of cafes, restaurants, bars and locally orientated shops
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3.3.8 Transport proposals supporting the new developments include the Colley Lane Southern Access Route and a two park and ride sites – one to the north and the other to the south of the town.
3.3.9 Taunton Deane Core Strategy (Preferred Options) – Talking Tomorrow’s (January 2010) sets out proposals for housing and employment sites in Taunton and Wellington.
Table 3.2 - Preferred development options for Taunton
Housing Dwellings Employment Schools Health District/ Other (Units) (ha)/ Office centre local Community / Retail / centre facilities (sqm) surgery
TAUNTON
Monkton Heathfield 2,700 15 3 1 1
North of Monkton 1,300 Heathfield
Priorswood/ Nerrols 1,000 n/a 1 1
Staplegrove 1,800 2 1 1 Open space
Norton Fitzwarren/ 600 Relief road Ford Farm & Flood scheme
Bishops Hull 485 1 Open space
Comeytrowe/ Trull 3,000 2 1 1 1
Killams 600 1 n/a n/a Community Hall
East of J25 Strategic n/a 25 n/a n/a n/a n/a Employment Site
Taunton Urban Area 2,200 98,000 sqm (including Tangier and Firepool)
Other small sites 750
Existing allocated site 145 (Staplegrove)
Total Taunton 14,580 40 hectares 8 4 5 5+ + 98,000 sqm
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3.3.10 In addition to the above an additional 2,200 dwellings and 60,000 square metres of new office space, 38,000 square metres of new retail and leisure space, urban realm improvements and waterway development will be provided as part of the adopted Taunton Town Centre Area Action Plan (TTCAAP) (2008).
3.3.11 A significant proportion of this development will take place at the Firepool and Tangier sites. Significant transport proposals are associated with both - “Taunton Thirdway” is required to develop the Tangier site and the Northern Inner Distributor Road forms part of the Firepool proposals. The TTCAAP includes improved interchange and parking at Taunton Station, bus station redevelopment, several multi-storey car parks, significant environmental improvements, and key community and leisure facilities including a library and theatre.
3.3.12 This leaves sites for an additional 3,420 dwellings to be identified in to meet the aspirations of the RSS. Project Taunton has appointed Urban Initiatives to review the preferred development proposals in Taunton to best achieve the development mix. This may result in revised development allocations for the strategic and town centre redevelopment sites.
Table 3.3 - Preferred development options for Wellington
Housing Dwellings Employment Schools Health District/ Other (Units) (hectares) centre local Community / centre facilities surgery
WELLINGTON
Longforth Farm 920 n/a n/a n/a 1
Cades Farm 500 n/a n/a n/a n/a
South of Chelston Rbt n/a 14 n/a n/a n/a n/a
Other small sites 143 n/a n/a n/a n/a n/a
Various Brownfield sites 1,837
Total Wellington 3,400 14+ n/a n/a n/a 1
3.3.13 The preferred options for Wellington are mainly housing sites, with the exception of employment development South of Chelston Roundabout. It is not clear to what extent sufficient brownfield sites in the table above have been identified to meet the gap of 1,837 in the table above.
3.4 Future Transport Schemes
Committed Schemes 3.4.1 As of March 2010, funding has been committed for the Taunton Third Way. Construction of the road is expected to commence in spring 2010.
In addition to the Third Way, the following two schemes are approaching committed status subject to varying funding and planning approvals: • Northern Inner Distributor Road (Taunton)
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• Colley Lane Link Road (Bridgwater)
3.4.2 Taunton Third Way comprises new highway infrastructure linking Castle Street in the south with Wood Street in the north, crossing Mill Stream and River Tone, completing a new strategic local link between Wellington Street and Bridge Street. The scheme includes new crossing provisions for pedestrians and cyclists. The Taunton Strategy Transport Review 2004 identified the need to reduce congestion in the town centre and the Scheme was formed as part of Somerset’s LTP2. Proposals were developed in conjunction with Taunton Vision to maximise opportunities for redevelopment of Brownfield sites including Tangier.
3.4.3 The aims of scheme are as follows:
• Relieve congestion in Taunton Town Centre • Improve town centre environment for pedestrians and cyclists • Addresses RSS traffic growth • Improve safety in town centre, especially for vulnerable users • Access to regeneration areas (Tangier area of Project Taunton)
3.4.4 Total scheme funding is £8.2m comprising £6.2m DfT Grant (RFA) supported by Somerset CC and adjacent developer funding.
Proposed Schemes 3.4.5 The Northern Inner Distributor Road (NIDR) comprises a new east-west highway link between Staplegrove Road and Priory Ave to the north of Taunton town centre, including a new bridge over the canal and River Tone, a replacement footbridge over the railway, cycling and pedestrian facilities, new junctions and junction improvements.
3.4.6 The proposals were included in the consultation process, which was undertaken in conjunction with both the Taunton Vision and the Taunton Transport Review. The NIDR forms part of Somerset County Council's Local transport Plan 2006 - 2011.
3.4.7 The scheme aims to:
• Relieve congestion in Taunton Town Centre • Addresses RSS traffic growth • Improve access from north to TC and station for pedestrians and cyclists • Access to Brownfield development sites at Taunton West goods yard Firepool employment area of Project Taunton
3.4.8 It is understood that the Major Scheme Business Case has passed DfT’s Programme Entry and is due to be submitted for Conditional Approval in March 2010.
3.4.9 The schemes place in the RFA programme has been moved to 2011/12. However Somerset County Council are still aiming to be in position to commence in late 2010 subject to DfT approvals.
3.4.10 Somerset CC with monies from Taunton Deane BC are progressing the central part of the link – previously being delivered by developers. This part of the link is now scheduled for completion in June 2010. Delays to the progress of the scheme in its entirety will directly impact on the proposed Firepool development.
3.4.11 Bridgwater Colley Link Southern Access Road is a new highway link to Colley Lane Industrial Estate from the South, enabling goods vehicles to gain access from J24 of the M5 rather than or in addition to J25. The scheme Includes construction of new bridges over Bridgwater
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and Taunton Canal, a new bridge over River Parrett, a new rbt at Showground Rd/ Marsh Lane, 840m of new carriageway, pedestrian and cycle facilities, and junction access enhancements.
3.4.12 Currently the Industrial Estate can only be accessed from the A38 to the north. The need for this scheme was identified in Bridgwater Town Transport Study – seen as being “of primary importance to the re-routing of traffic in Bridgwater”.
3.4.13 The aims of the scheme are to:
• Reduce traffic through Bridgwater by encouraging use of M5 J24 for access from the south • Release spare capacity on A38 Taunton Rd between Marsh Lane and Broadway • Assist in accommodating additional traffic generated from the proposed South Bridgwater Residential Development.
3.4.14 Scheme funding of £8 million developer contributions towards transport infrastructure in South Bridgwater has been secured through legal agreements with developers. It is understood that the Planning Application was submitted late 2008 with construction to commence July 2010 for completion in November 2011.
3.4.15 In addition to the above, considerations have been given to the A358 to resolve existing issues of congestion and as a possible Second Strategic Route. The SWWARMS study identified the A358 as a possible second strategic route to the A303 for travel to south west England. Options have been considered by the HA and a public consultation into a possible dualling scheme was held in 2007 but no preferred route was announced. As a consequence of decisions concerning the Stonehenge bypass and funding considerations the Second Strategic Route has been dropped by the HA.
3.4.16 Prior to the HA considerations of the Second Strategic Route, Somerset County Council had identified a scheme for Henlade bypass. Although the Second Strategic Route is now not being taken forward there is still a need to establish appropriate schemes to resolve problems on this route and there is still a A303/A358 scheme in the RFA programme.
3.4.17 A number of other transport scheme aspirations are linked to the development of strategic sites as set out in the Core Strategies of the Local Development Frameworks for Taunton Deane BC and Sedgemoor DC. Those with strategic importance are outlined below:
3.4.18 Transport proposals or aspirations linked to development in Bridgwater:
• Two new Park and Ride sites with bus priority • A series of junction improvements on the A38 Bristol Road • A Bridgwater bypass to the east of the built-up area (Bridgwater eastern distributor road).
3.4.19 The Bridgwater eastern distributor road is complementary to proposals for shared space treatment of the inner distributor roads through Bridgwater and would only be required is shared space was implemented.
3.4.20 Transport proposals or aspirations linked to development at Taunton:
• Bus priority measures between Monkton Heathfield and Taunton Town Centre on the A3259 • A third Park and Ride site, at Monkton Heathfield
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• Junction improvements along A3259 (between Monkton Heathfield and Taunton Town Centre) • A series of new road links improving links between A3259 and A38/ A358 to the north and east of Taunton • Bus priority measures from existing Taunton Gateway Park and Ride to Town Centre along A3258 • A high frequency Rapid Transit Route from Comeytrowe to Taunton Town Centre • Bus priority along A38 from Comeytrowe to Tauntion Town Centre • Improved interchange facilities at Taunton Station • Bypass for Henlade • Bypass for Norton Fitzwarren • Junction improvements along A358 (Staplegrove Road) from Norton Fitzwarren into Taunton Town Centre • Junction improvements at A3258 (Henlade), • Junction improvements from M5 into Taunton Town Centre along A358 (Toneway) • A strategic network of Variable Message Signing (VMS) linked to Intelligent Transport Systems to utilise the road network • A38 Corridor Improvements between Taunton and Bridgwater including a possible bypass of North Petherton and designated bus route through NE Taunton
3.4.21 The top 4 bullets for proposed transport schemes in Taunton essentially comprise the North East Transport Infrastructure Package for which a programme and business case is being developed and for which there is an indicative completion date of 2016.
3.4.22 The A38 Corridor Improvements are of regional importance to make the local road network between Taunton and Bridgwater more attractive in terms of mode choice, journey time and reliability. This is seen as necessary in accommodating the RSS levels of growth without adversely impacting on the nationally and regionally significant M5 corridor between junctions 26 and 23. The full scheme requires £55m including £12m RFA funding.
3.4.23 Transport proposals or aspirations linked to development at Wellington comprise re-opening of a railway station, a new road between Taunton Road and B3187 (Milverton Road/ Station Road), new Park and Ride sites and bus service improvements along the A38 corridor to Taunton.
3.5 The Intervening Years 2010 - 2014 3.5.1 There are a number of assumptions and uncertainties associated with the years covering the development of this Connect3 strategy and its commencement in 2014.
3.5.2 Recovery from the recent economic downturn is widely expected to be slow and will put on pressure on public and private sector funds. A reduction in Government’s funding pots available for Major Schemes and Growth Points is likely to make funding approval increasingly challenging. The oncoming general election adds another layer of complexity, risk and possible delay to funding for transport schemes. Somerset County Council is seeking to reduce its borrowing and freeze council tax levels, while revenue funds have already been assigned to meet preparatory costs.
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3.5.3 There are also many uncertainties in respect to the commercial viability of development over the next few years due to the higher cost of obtaining finance and lower prospects for the sale or lease of land and buildings. The rate of development aspired to by the RSS may therefore not materialise during the intervening years.
3.5.4 The planning system also places uncertainties on development plans and supporting transport infrastructure. There is always a risk of objections and the additional costs of dealing with these or the consequent refusal of applications.
3.5.5 Assumptions will need to be made about the rate of growth in development and traffic levels up to the 2026 horizon. With the current uncertainties in funding availability, it is likely that multiple growth scenarios will need to be tested.
3.6 Future Scenario Map 2026
Figure 3.1 shows a scenario whereby all local development and strategic transport aspirations are in place by 2026.
3.7 Future Demand 3.7.1 TTSR2 projects base case traffic flows for the year 2026 (AM Peak) extracted from the Taunton Area Transport model. This base case assumes completion of a number of transport schemes including Taunton Third Way, Northern Inner Distributor Road, Colley Lane Access Road, Norton Fitzwarren Bypass, Monkton Heathfield Bypass and Bridgwater Interchange and Yeovil to Taunton Fast Bus.
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3.7.2 A 2026 future base year TSRT2 model was developed by Atkins.
3.7.3 The 2026 traffic model includes transport schemes expected to be operational by 2026. The following highway schemes are included:
• Paul St/Billetfield/The Mount junction improvement, Taunton • Obridge Viaduct footway • Longforth Farm Wellington New distributor road • Nynehead/Wellington junction • Norton Fitzwarren Bypass • The Third Way • Northern Inner Distributor Rd • Monkton Heathfield Bypass • Huntworth Roundabout Signalisation • South Bridgwater Distributor Rd • Colley Lane Access Rd • A39 Wembdon Bridgwater Junction • Little Sydenham Link • Bristol Road Development and Cattle Market Link • Puriton Access Rd
3.7.4 The public transport, cycling and walking schemes included are:
• Bridgwater Bus Interchange • Yeovil to Taunton Fast Bus • Obridge Link, Taunton • Rhode Lane Bus Gate, Bridgwater • Yellands Hill Cycle Route, Taunton • Cycle Lane Corkscrew Lane, Taunton • Bus Gate Priory Bridge Road, Taunton
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Traffic Growth
3.7.5 Traffic growth for the study area between 2006 and 2026 was derived from TEMPRO and proposed RSS developments. Table 3.4 shows travel demand between 2006 and 2026. Forecasts indicate traffic growth of 53% between 2006 and 2026 after a reduction of 1-2% due to a transfer to public transport. Trip suppression reduces traffic growth to 27% and 23% for AM and PM peaks respectively.
Table 3.4: Study Area Traffic Growth
Total Highway Trips % Change in Highway Trips (compared to 2006 demand)
AM PM AM PM
2006 demand 42858 43948 - -
2026 demand (less diversion to bus and 65520 67445 53% 53% P&R)
2026 demand (less suppressed demand) 54448 53900 27% 23% Source: TTSR2 Traffic Flows on Strategic Routes
3.7.6 Traffic flows in the AM peak on strategic routes are shown in Table 3.5a. 2006 and 2026 traffic flows and the percentage change from 2006 to 2026 are shown. Generally the inbound routes to the urban areas of Taunton, Bridgwater and Wellington in the AM Peak show traffic increases between 20-50% although there are some exceptions.
Table 3.5a - Traffic Flows on Strategic Routes for 2006 and 2026 (AM Peak)
Route 2006 Traffic Flow 2026 Traffic Flow (% Change from 2006)
Inbound Outbound Inbound Outbound
Taunton
M5 (Junction 25 to 26) 2961 2713 4530 (53%) 3853 (42%)
A358 Obridge Viaduct 1392 1046 1253 (-10%) 1067 (2%)
A38 Toneway 1816 1341 2543 (40%) 1918 (43%)
A3027 Staplegrove Rd 940 651 1420 (51%) 990 (52%)
A3038 Station Rd 576 341 766 (33%) 518 (52%)
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A3259 Yallands Hill 852 571 878 (3%) 1005 (76%)
A3065 Silk Mills Rd 791 675 1210 (53%) 243 (-64%)
Bridgwater
A38 Taunton Road 1083 1091 1538 (42%) 1386 (27%)
A372 Westonzoyland Road 593 470 854 (44%) 620 (32%)
A39 Bath Road 890 579 748 (-16%) 903 (156%)
A38 Bristol Road 596 500 668 (12%) 440 (-12%)
A39 Quantock Road 727 506 894 (23%) 627 (24%)
Wellington
High Street 535 549 455 (-15%) 214 (-61%)
3.7.7 Focusing on the A38, M5 and A358 corridors, traffic flows for the PM peak hour have been extracted from the updated Taunton Area Transport Model. The flows at strategic points along each of the three routes are shown in Table 3.5b below. Unlike the data extracted from TTSR2 used elsewhere in this section, the flows have been extracted for the years 2009 (current), 2014 (strategy commencement) and 2024 (long term strategy horizon). The figures for 2024 reflect the Do Minimum scenario whereby developments associated with the LDF Core Strategies are complete.
3.7.8 Existing flows on the A38 are highest West of Creech Castle in 2009. Traffic here is set to decrease slightly in 2014 and furthermore in 2024. The greatest changes in traffic flow along the A38 are through Bridgwater and Taunton (experiencing an increase of approx. 30- 50%%).
3.7.9 Existing traffic flows on the M5 are 2-3 times higher than those on the A38. And they are set to increase at all points within the study area by 2024, with the greatest increase of 34% north of Junction 24.
3.7.10 Traffic flows on the links between the A38 and M5 are currently significantly higher in respect of the A358 Link to Junction 25. In 2024, however, flows on this link will have reduced significantly (down 27%) while flows on the links to Junctions, 23, 24 and 26 all increase significantly (up 5% for Junction 23, up 67% for Junction 24, and up 66% for Junction 26).
3.7.11 Existing flows on the A358 East of the M5 are high and comparable to urban sections of the A38. Future flows are set to be lower, reducing by 9% in 2024.
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Table 3.5b Traffic flows at Strategic Points for 2009, 2014 and 2024 (PM Peak hour) Strategic Point 2009 2014 2024 (all trips scenario)
A38
A38 (north of J23) 1246 1287 1271 A38 (north of Bridgwater) 2313 2174 2571
A38 (south of A39 N) 2079 2340 2914
A38 (south of A372) 1705 1964 2520
A38 (south of A39 S) 2446 2711 2582
A38 (north of J24) 1906 2434 2698
A38 (south of J24) 1290 1561 1693
A38 (north of A3259) 2180 2450 3010
A38 (south of Taunton) 1609 1821 2246 A38 (north of Creech Castle) 1681 2014 1863 A38 (west of Creech Castle) 3407 3346 3206
A38 (East Reach) 2183 1922 2075
A38 (Wellington Rd) 1364 1341 1262 A38 (Wellington Bypass) 926 1121 1273
M5
M5 (north of J23) 6855 7553 7777
M5 (north of J24 6271 7359 8410
M5 (north of J25) 6196 6812 7018
M5 (north of J26) 5797 6315 6786
Links to M5 Junctions
A38 (link to J23) 1909 1726 2012
A38 (link to J24) 1968 2693 3293
A358 (link to 25) 3679 3535 2683
A38 (link to 26) 1568 1712 2602
A358 (east of M5)
A358 (east of J25) 2516 2341 2297
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Journey Times 3.7.12 Journey times on selected routes in the AM peak within the study area are shown in Table 3.6. This shows increases in journey times on all routes between 2006 and 2026. Journey time increases range between 8% and 307%.
Table 3.6 - Journey Times in AM Peak
Route Description AM 2006 Journey AM 2026 Journey Time, Time, Minutes Minutes (% Change from 2006)
Inbound Outbound Inbound Outbound
M5 Junction 24 to 26 11.2 11.1 13.0 (16%) SB 13.2 (19%) NB
M5 Junction 23 to Bridgwater Town 7.8 7.3 Centre 13.1 (68%) 14.8 (103%)
M5 Junction 24 to Bridgwater Town 6.5 6.6 Centre 12.3 (90%) 11.1 (67%)
A38 Wellington to East Reach 31.4 28.1 45.2 (45%) 37.7 (34%)
Pen Elm Hill (A358) - East Reach (via 17.4 16.9 21.9 (26%) 34.5 (104%) Silk Mills)
Henlade - Obridge Viaduct 5.4 5.7 11.5 (113%) 10.1 (76%)
Station Road - North Street 3.6 3.5 7.5 (107%) 14.2 (307%) Source: TTSR2
Junction Delays 3.7.13 Stress maps produced by the Highways Agency7 demonstrate that by 2026 the M5 between Bridgwater and Taunton will exceed capacity by between 110% and 130%.
3.7.14 Junction delays at key junctions in 2006 and 2026 are shown in Table 3.7 for the AM peak. This shows some significant increases in delays at junctions, particularly M5 Junctions 23 and 25 where the highest % change increases are forecast.
7 Highways Agency South West Regional Network Report, 2008
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Table 3.7 - Average Delay at Key Junctions (seconds), AM Peak
Average Delay
2006 (seconds) 2026 (seconds) % Change
Taunton
A358 Staplegrove/A3085 Silk Mills 14.7 21.2 44%
A3085 Silk Mills/ A38 Wellington New Rd 7.5 8.0 7%
Staplegrove/A358 Greenway Rd 18.8 44.5 137%
Staplegrove/Station Road 25.8 55.7 116%
Hurdle Way/ East Reach 15.0 21.9 46%
Toneway/ Victoria Parkway/ Obridge Viaduct 13.6 36.0 165%
Obridge/ Priorswood Road 14.1 31.8 126%
Station Road/ Greenway Rd/ Priorswood Rd 30.2 45.3 50%
Victoria Parkway/ East Reach 23.8 30.5 28%
A38 Bridgwater/ A38 Toneway 38.0 163.2 329%
North St/ Fore Street/ Corporation St 7.5 7.5 0%
M5 Junction 25 4.1 40.8 896%
Bridgwater
M5 Junction 23 3.8 41.6 981%
M5 Junction 24 2.1 10.7 406%
A38 Bristol Road/The Drove 41.8 29.8 -29%
A38 Bristol Road/A39 Bath Road (Cross Rifles) 8.7 30.4 251%
A39 Monmouth Street/A372 St Johns Street 40.3 42.0 4%
A38 Taunton Road/ A38 Broadway 41.4 128.9 212%
A39 Quantock Road/Western Way 6.6 6.3 -4%
3.7.15 This all indicates significant impact on the highway network when the developments go ahead, with in certain locations unacceptable levels of increase. The table also shows the potential impact on the strategic road network, highlighting the need to identify more sustainable options. 3.8 Gaps in our future knowledge/ evidence base
3.8.1 The main gaps in the evidence base relate to the transport model and the validity of the information it provides.
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4 The Challenge: “How this study will get us there”
4.1 Introduction
4.1.1 The review of the evidence base and discussions with key stakeholders has resulted in the identification of key issues and opportunities.
• Issues can potentially impact on the strategic networks either directly of indirectly and should be addressed by the study • Opportunities could of benefit in meeting the objectives of the study.
4.1.2 Whilst some of these apply to the study area as a whole most are specific to a particular town and the surrounding area. Hence the issues and opportunities are presented as follows:
• Table 4.1 - General – study area as a whole covering network issues for A38 and M5. • Table 4.2 - Bridgwater and surrounding area including A38 and M5 • Table 4.3 - Taunton and surrounding area including A38 and M25 • Table 4.4 - Wellington and surrounding area including A38 and M25 • Table 4.5 - A358
The Tables present the current issues first followed by future issues.
4.1.3 In presenting the issues and opportunities we have identified:
• The category of the issue / opportunities divided into 6 categories of: - Transport demand - Transport network - Transport services - Network operation - Transport constraints - Spatial planning
• Why the issue / opportunity is of importance to the strategic transport network,
• Which of the DaSTS goals the point applies to.
4.1.4 The remainder of this section summaries the issues and opportunities as set out in Tables 4.1 to 4.5; it then looks at how these relate to the DaSTS goals and the study objectives. It finally looks forward to the next stages of the study.
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Table 4.1: General - Study area Issues Issue Category Why is this an issue for the strategic transport network? DaSTS Goal Current issues 1. Use of M5 for trips between Wellington, Transport Use of M5 for non-strategic, short inter-urban trips. Usage will increase Economic Taunton and Bridgwater – issue of “junction demand as congestion on parallel A38 and in Taunton and Bridgwater increases. Quality of life hopping”. 2. Many bus services are local authority supported. Transport Makes it difficult to improve bus services without increase revenue Economic demand support. Also reflects low demand for public transport Equality 3. Seasonal and weekend fluctuation in traffic and Transport Increased demand for the strategic transport network due to tourism. Quality of life rail passenger volumes due to tourism demand Impacts of congestion, journey time reliability and trips diverting from the strategic network, especially when incidents occur on M5 or A303. 4. Perception of travel by sustainable modes. Many Transport Increases use of private car for travel affecting uses of the road network Quality of life people are unaware of the various transport demand options available. 5. Effect of economic downturn on development Transport Dampens transport demand which would otherwise emanate from new Economic proposals and their implementation date. demand / developments. Transport Economic downturn impacts on availability of funding for schemes and constraint attractiveness of development to developers. 6. Low proportion of journeys by public transport Transport Reflects low demand for public transport and indicates lack of Climate change demand / established culture of pubic transport use. Transport Low base for public transport journeys may make behavioural change constraint more difficult.
Few bus routes are operated on a commercial basis. Many services require financial support, hence improving frequency or hours of Equality operation of bus services will often require additional revenue support. 7. Availability of car parking and cycle parking at Transport Current car parking and cycle parking provision at Taunton and Economic railway stations network Bridgwater railway stations is limited.
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Issue Category Why is this an issue for the strategic transport network? DaSTS Goal For longer distance trips by rail car is the most likely mode to access the railway station. Limited car parking provision impacts on the attractiveness of rail. 8. Rail issues of crowding on peak hour trains Transport Ability of rail to cater for increased demand Economic services Impacts on perception of rail as a suitable alternative mode. 9. Decision making pressures: long term strategy Network Potentially promotes the use of the car increasing demand for the road Economic vs short termism. ie need for car parking revenue operation network or development going ahead to stimulate economy 10. Bus journey times between Bridgwater, Network Affects the attractiveness of bus transport. Economic Taunton and Wellington are poor and routes are operation Climate change generally not direct. Lack of bus routes along A358. Routing is often historic and do not reflect the demands for new destinations and purpose 11. Buses get caught up in congestion Network Impacts on journey time and service reliability for buses and hence Economic operation attractiveness to users. Equality Quality of life 12. Emergency closure of M5 due to incidents Network Direct impact on M5 and resultant congestion caused on alternative Economic results in diversions onto A38 and other local operation routes Quality of life roads 13. A38 road safety issues Network A38 is a strategic route and road casualty reduction is government Safety operation target. 14. Sunday maintenance works on rail network Network Impacts on attractiveness of rail for weekend and summer tourism trips. Economic operation Equality 15. Limited local rail network and services Transport Restricts the ability of rail network to be uses for local journeys. Economic constraint Climate change 16. Availability of funding for expensive schemes Transport Need for expenditure on transport to enable economic and housing Economic constraint
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Issue Category Why is this an issue for the strategic transport network? DaSTS Goal e.g. MSB or developer contributions growth to happen Quality of life 17. Environmentally sensitive areas within and Transport The need to preserve and enhance biodiversity, cultural heritage and Environment around Bridgwater, Taunton and Wellington constraint landscapes could impact on changes to and the use of the strategic network. 18. Distance between rail station, bus station and Spatial Inefficient interchange between transport modes, which reduces the Economic town centre in both Taunton and Bridgwater. planning attractiveness of pubic transport. Rail is a less attractive option Equality accessing the town centres. Future Issues 19. Need for critical mass for mixed use Transport Reduced the demand for travel and allows for PT to be made more Economic opportunities and for PT commercial viability demand attractive. Climate change 20. Mismatch between planned housing and Transport Risk of out commuting increasing demand for the strategic network Economic employment could result in increased out demand Climate change commuting 21. Attractiveness of Bristol and Exeter as Transport Danger that housing growth will serve Bristol and Exeter rather than Economic alternative destinations demand Bridgwater, Taunton and Wellington resulting in increased use of Climate change strategic network. 22. M5 acts as a bypass to the three towns Transport M5 is susceptible to increase use as a local bypass as traffic congestion Economic network increases in the towns.. Climate change 23. M5 – maintaining operational efficiency Network The M5 is the strategic network and must be kept safe and reliable. Economic operation Safety 24. Affordability and realism of development Transport Scale and location of developments impacts on the demand for travel Economic aspirations constraint and usage of local, regional and national transport networks 25. Attractiveness of motorway junctions as Spatial Increased volume of non-strategic trips using motorway junctions and Economic locations for development planning on M5 Climate change
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Opportunities Opportunity Category Why an opportunity for strategic transport? DaSTS Goal Current 1. The scale of planned development provides an Transport Potential to enhance PT and reduce the demand for car travel. Economic opportunity to create critical mass to make PT demand/Spatial Climate change more viable. Planning 2. Study area is served by 3 major transport Transport Opportunity to get transport balance right between the three corridors Economic corridors in parallel alignment: M5, A38 and rail network to maximise efficiency and reduce congestion. Climate change corridor. Opportunity Quality of life 3. Great Western and Cross Country Rail Transport Opportunity to incorporate changes to the service requirements franchises are renewed in 2016 services 4. New developments present an opportunity to Spatial planning Opportunity to reduce the need to travel and to provide more Economic create sustainable transport links sustainable modes Quality of life
Table 4.2: Bridgwater and surrounding area Issues Issue Category Why is this an issue for the strategic transport network? DaSTS Goal Current 1. Current road network capacity issues on Transport Congestion on A38/A39 in Bridgwater increases journey times and Economic A38/A39. demand journey time variability through the town and will make the M5 a more attractive route for travel between north and south Bridgwater. This issue will increase with developments such as of NE Bridgwater. 2. A38 in town centre severs the residential areas Transport The severance results in an increase in the use of the car to reach Economic of Eastover, the college and the railway station network / facilities/services and jobs impacting on A38/A39 congestion. Health from the town centre making access by cycling Transport operation The severance makes rail station less attractive as an option increasing Quality of life
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Issue Category Why is this an issue for the strategic transport network? DaSTS Goal and walking difficult use of car. 3. A38 through North Petherton has constrained Transport Negatively impacts on journey times along A38 between Taunton and Quality of life capacity and causes severance of the village network / Bridgwater making the route less attractive than the M5. Transport constraint 4. Traffic congestion on A38 between Bridgwater Transport Makes alternatives modes on A38 unpleasant Economic and Taunton causes delays to bus services and network / Quality of life makes cycling unpleasant. – North Petherton and Transport Highbridge constraint 5. Spatial separation of residential and Spatial Increases the demand for travel within Bridgwater impacting on traffic Economic employment areas in Bridgwater planning volumes and on congestion points such as A38 and A38/A39 junction. Equality There will be a knock-on impact on M5 (see Issue 2) Future 6. Housing and transport issues relating to the Transport Hinkley results in a short term issue of increasing travel demand Economic construction and operation of Hinkley power demand through Bridgwater - the scale of impact will depend upon the origin of Quality of life station the workforce, the transport measures put in place and the requirement for supporting facilities and services. Workforce from outside the immediate local area will need to access Hinkley via the strategic transport networks. On completion of construction in 2017 the workforce for Hinkley significantly reduces resulting in a legacy issue for the infrastructure and facilities provided for the construction phase. 7. Future increased transport demand for J23 and Transport Large number of new developments will potentially impact on J23 and Economic J24 as a result of new developments. demand J24 potentially causing a capacity issue.
8. The need to match skills of Bridgwater Transport Mismatch between skills required for jobs and the skills of residents Economic residents to meet aspirations for employment. demand may attract workforce from outside Bridgwater impacting on use of Equality The likely effectiveness of interventions to
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Issue Category Why is this an issue for the strategic transport network? DaSTS Goal improve skills such as “Building Better Schools strategic road network. for the Future” and Local Labour Agreements 9. Skills match between existing residents and the Transport If higher skilled jobs are created before the existing population has the Economic aspiration for higher quality employment in demand necessary skills then new development will draw in workforce from Equality Bridgwater further afield impacting on strategic transport network 10. Attractiveness of Bridgwater town centre to Transport If Bridgwater does not provide the facilities required by residents then Economic provide services/facilities to support future demand / residents will look elsewhere increasing the demand to travel outside the Equality development Spatial town. planning 11. The relocation of Bridgwater District Hospital Transport Accessibility to this key community facility change as a result of the Equality from the centre of the town to its eastern demand / relation. This will impact on travel flows and choice of mode within outskirts Spatial Bridgwater and its surrounding hinterland. planning 12. Transport access to NE Bridgwater Transport Access for NE Bridgwater development site is constrained by the Economic regeneration site demand / A38/A39 congestion. Road access to the A38 is severed by the railway Spatial line. For these reasons providing sufficient access to the site is planning challenging 13. Need for flood risk mitigation Transport The requirement on developers to contribute towards flood mitigation Environment constraint reduces availability of developer contributions for transport improvements. 14. Development and enhancement of the river Transport Improvements in cycling and walking routes could impact on the Environment environment constraint biodiversity value and the wider river environment corridor 15. Need for economic growth/regeneration to Spatial New developments increase the demand to travel. Increased demand Economic redevelop brown field sites, create new jobs and planning will the affect local and strategic road network. reduce deprivation. eg NE Bridgwater 16. Redevelopment of the BAe Systems site at Spatial Impact on M5 J23 and wider transport demand issues Economic Puriton planning
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Opportunities Opportunity Category Why an opportunity for strategic transport? DaSTS Goal Current 1. Current higher than average percentage of trips Transport Increased potential for smarter choices options being attractive to the Health by sustainable modes demand population. Equality Quality of life 2. Relative self-containment and compact nature Transport Short distances between origin and destination and hence strong All of Bridgwater, demand / potential for smarter choices options Spatial planning Future 3. Building Better Schools for the Future Transport Increases skills of local population to match aspiration for higher quality Equality demand local jobs. Impact of school travel planning on travel behaviour on young people. 4. Transport legacy from Hinkley Transport Transport provision could address wider transport issues. All network
Table 4.3: Taunton Issues Issue Category Why is this an issue for the strategic transport network? DaSTS Goal Current 1a. Capacity issue at Creech Castle junction which Transport Key junction for access into Taunton from the M5 and A38 north. Economic will worsen with Monkton Heathfield Demand/ Key access point to Monkton Heathfield development. Trips may find development. This could impact on the ability for Network alternative route to M5 or into Taunton. Monkton Heathfield to be developed beyond the operation current 1000 house consent.
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Issue Category Why is this an issue for the strategic transport network? DaSTS Goal 1b Current junction layout causes severance of Safety school catchment area with accident issue for school children. 2. M5 J25 capacity issue during peak periods. This Network Impacts on access into Taunton from the M5 including bus and cycle. Economic will worsen with proposed developments. operation Use of alternative routes to avoid J25 3. A38 south Taunton – capacity issues Network Result in reassignment of trips to M5 to avoid congestion in Taunton. Economic operation 4. Congestion on A38 approaches into Taunton Network Combined affect of congestion on both approaches into Taunton could Economic operation result in changes in destination to outside of Taunton resulting in increased trips on the strategic network. 5. AQMA East Reach Network Need to improve air quality may require redistribution of trips to other Health operation / parts of the highway network. Quality of life Transport constraint 6a. Third Way approval opens up the potential for Transport Third Way opens up the potential for Town Centre improvements that Economic Taunton town centre improvements. constraint / will provide facilities and services to support housing growth. Without Spatial the town centre improvements residents may look further afield for planning facilities eg Exeter of Bristol increasing the demand for the strategic trips.
6b. Northern Inner Distributor Road may not get Transport Without the NIDR major economic development in Taunton can not Economic MSB funding. Scheme is currently with SW constraint / go ahead in the most sustainable location. Pressure for development in Councils to be submitted to DfT for final Spatial less sustainable locations such as edge of town sites with increased car approval. planning travel. The scheme provides improved access to the rail station. Future 7. Number of brown field sites in Taunton Transport Redevelopment needs to be supported by appropriate transport Economic requiring redevelopment demand / otherwise could resulting congestion and crowding.
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Issue Category Why is this an issue for the strategic transport network? DaSTS Goal Spatial planning 8. Potential for road improvements affected by Transport Reduced ability to gain planning permission for for road improvements Economic presence of protected species – lesser horseshoe constraint associated with developments in north Taunton Environment bats
9. Development and enhancement of the river Transport Improvements in cycling and walking could impact on the wildlife and Environment environment constraint the wider river environment corridor. Mitigation will be needed. 10. Proposed development at Comeytrowe Spatial Options for transport access are limited and, if development goes Economic planning ahead, without appropriate transport provision the town-wide network will be affected, resulting in direct impact on local roads and an indirect impact on M5
Opportunities Opportunity Category Why an opportunity for strategic transport? DaSTS Goal Current 1. Current higher than average % of trips by Transport Established use of cycling in town. Increased potential for smarter Health cycling demand choices options being attractive to residents. Indirect benefit for Equality strategic network. Quality of life 2. Relatively self contained and compact nature of Transport Potential to increase use of smarter choices options for trips with All Taunton demand / Taunton, reducing demand for private car. Indirect benefit for strategic Spatial network planning Future 3. Developments at Monkton Heathfield and Transport Potential to reduce trip distance an the demand for travel. Economic Comeytrowe proposed as mixed use demand / Equality Spatial
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Opportunity Category Why an opportunity for strategic transport? DaSTS Goal planning 4a. Third Way Transport Allows access and traffic capacity to key town centre development sites Economic network / for facilities which are required in association with town-wide housing Quality of life Spatial growth. planning An improved town centre will reduce the need to travel outside of Taunton for services. 4b. NIDR Transport Opens up access and road capacity for brown field redevelopment of Economic network / sites in Taunton and creates an alternative east-west route. Spatial planning 5. Developer contributions for transport Transport Mitigates the transport impact of new developments. Economic improvements network / Transport services
Table 4.4: Wellington Issues Issue Category Why is this an issue for the strategic transport network? DaSTS Goal Current 1. Limited public transport resulting in higher Transport Increased trips by road including M5 Climate change than average percentage of trips by car services Equality 2. Limited facilities in Wellington hence need to Spatial Use of the strategic network to access Taunton Climate change travel to Taunton planning / Equality Transport demand Future
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Issue Category Why is this an issue for the strategic transport network? DaSTS Goal 3. A38 and M5 are alternative routes into Transport Use of M5 for local trips to Taunton. Route choice to Taunton for trips Economic Taunton. The use of each of the routes is network from Wellington and from M5 south will be influenced by the relative determined by personal preference and route levels of congestion on the approaches into Taunton ie A38 and performance. junction 25. 4. Longforth Farm proposed development site – Spatial Development allocation may be moved to a different site impacting on Economic Rare bats (Hibernation roost for Lesser planning trip generation, distribution and mode choice. Environment Horseshoe Bats and a Barbastelle bat) and Transport dormice present demand 5. Future employment land use in Wellington may Spatial The distribution of traffic on the core network in Wellington may Economic be located in new sites planning change Transport demand
Opportunities Opportunity Category Why an opportunity for strategic transport? DaSTS Goal Future 1. Former rail station site is still available, but only Network Site is available for future provision of a rail station to provide Equality if the aerosol factory relocates operation alternative for inter-urban and strategic trips.
Table 4.5: A358 Issues Issue Category Why is this an issue for the strategic transport network? DaSTS Goal Current 1. A358 Henlade – capacity issue and AQMA Transport Congestion and journey time reliability issues to all road traffic including Economic demand bus services. Impacts on Access to M5 and access into Taunton. Quality of life
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Impacts on route function as a regional and national route. 2. Route function of A358 – local, regional Transport Route function determines the level of service a route should provide to Economic and/or national network users. 3. Significant safety issues Network As a strategic route these need to be addressed. operation Future 4. Availability of funding for A358 solutions Transport Availability of funding will affect the ability to resolve congestion Economic constraint problems resulting in alternative route choice, mode choice and/or destination decisions being made. 5. Potential of development east of J25 Spatial Will impact on A358, M5 J25 and Park & Ride site. Economic planning /Transport demand
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4.2 Issues, challenges and opportunities
4.2.1 The regional and strategic networks are key to the economic success of the Bridgwater, Taunton and Wellington region. The scale of the economic and housing growth agenda places significant challenges to transport provision and has potential knock-on impacts on the economy, climate change, safety and health, equality of opportunity and quality of life and the environment.
4.2.2 The growth agenda places additional pressure on top of current problems of congestion at key points on the transport network; quality of live issues such as air quality, severance and access to services; equality of opportunity caused by severance making cycling and walking difficult; and environmental constraints including flood risk and a very diverse ecology. The scale of the growth agenda and whether the transport network can be sufficiently improved to meet the demand for travel generated by the developments is a serious issue for this study. Aligned with this is concern over availability of funding for expensive schemes either through major scheme bid or developer contributions.
4.2.3 Although there is some commonality across the region many of the issues and challenges, are location specific.
• Bridgwater with challenges created by Hinkley power station, redevelopment of brown field sites and need to create new jobs to address worklessness, congestion and constrained capacity on A38 and A39 and the future issue of the BAe munitions site.
• Taunton with the key issue significant growth aspirations that will nearly double the size of the population, to the of capacity at Junction 25 and Creech Castle which is the only direct access into Taunton from the motorway network and the need for major highway schemes to allow for development of the town centre to support the housing growth agenda with improved facilities and jobs.
• Wellington with the need for access to Taunton for services but very limited transport options resulting in greater use of car and junction hopping on the M5.
• A358 with its function a local, regional and national route creating pressures and conflicts between these different demands, resulting in link capacity and air quality issues at Henlade and increasing the pressure on Junction 25. 4.2.4 In addressing these issues there are a number of opportunities such as the compact self sufficient nature of Taunton, Bridgwater and Wellington, and making cycling and walking more feasible. Transport solutions for Hinkley provide an opportunity to provide a transport legacy that promotes economic growth in Bridgwater but only if the right decisions are made now on the appropriate transport provision. 4.3 Linkages to the DaSTS Goals
4.3.1 Tables 4.1 to 4.5 show how the issues and opportunities link to the DaSTS goals. Economic growth features highly and indicates the importance of transport in achieving this goal. However the issues and challenges impact on all of the DaSTS goals, and this highlights the importance of tackling the transport issues in line with the DaSTS agenda. Indeed the growth aspirations may only be possible by the promotion of sustainable modes.
Support national economic competiveness and growth, by delivering reliable and efficient transport networks 4.3.2 The economic growth aspirations set out in the draft RSS are vital to the regeneration and development of the Bridgwater, Taunton and Wellington area. For Bridgwater most of the development sites are brownfield and represent the replacing of manufacturing jobs. For Taunton and Wellington the growth aspirations are a reflection of the needs of the region to
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accommodate increased population and provide employment to ensure the towns continue to be self sufficient. The growth agenda also reflects Taunton’s role as the lead town in Somerset and its place at the intersection of two strategic routes.
4.3.3 Congestion impacts on Bridgwater and Taunton, as well as the A358 at Henlade, resulting in journey time unreliability when entering both towns. This will increase as traffic levels increase and as the new development comes forward. The consequence of this congestion manifests itself in “junction hopping” along the motorway as this becomes the easiest route between the towns. This could become a real issue in the future, particularly as many of the new developments are located close to motorway junctions, resulting in reduced resilience of the motorway network.
4.3.4 The issue of congestion is not confined to the road network; rail experiences crowding during peak periods due to commuting. The combination of road congestion and crowding on the trains impacts on the economic potential of the region.
To reduce transport’s emissions of carbon dioxide and other greenhouse gases, with the desire outcome of tackling climate change
4.3.5 The transport related CO2 emissions are in line with regional and national averages, although they are forecast to increase in the future with higher traffic volumes associated with growth.
4.3.6 The Bridgwater, Taunton, Wellington region needs to play its part in reducing levels of CO2 and other greenhouse gases. This requires building on the principle of self containment and higher than average cycling, to promote sustainable modes of travel. The key challenge for this study will be to identify how transport can support the economic and housing growth aspirations whilst supporting the need to reduce carbon emissions.
4.3.7 The relative attractiveness of cars compared to the alternatives is fundamental to existing travel choices. Although there is congestion especially in peak periods, this is not providing a disincentive at present to using vehicles. The key challenge is to change people’s perception of the use of buses, public transport and other modes.
To contribute to better safety, security and health and longer life expectancy by reducing the risk of death, injury or illness arising from transport, and by promoting travel modes that are beneficial to health 4.3.8 Somerset is well on course to achieving its road safety targets. The new round of targets set by the DfT following in its Consultation “A Safer Way” will be more challenging and place more emphasis on safety outside the vehicle, with the key development being the introduction of a target focusing on reducing pedestrian and cyclist injuries.
4.3.9 There are specific safety concerns such as the pedestrian crossing at Creech Castle junction where the junction severs the catchment area of the Monkton Heathfield secondary school. A pedestrian bridge is provided but the school children prefer to cross at grade. This highlights the need to implement solutions that are acceptable to the people they are aimed at helping.
4.3.10 Walk and cycle journeys are most beneficial to health and the study area has a high percentage of cycling trips compared to the national average, although this have been declining in recent years. The compact and self contained nature of the towns of Bridgwater, Taunton and Wellington makes these modes attractive alternatives. However there are barriers to use in some cases a result of the transport network. For example the A38 in Bridgwater town centre acts as barrier between the residential areas of Eastover/the college/rail station and the town centre.
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4.3.11 There is real potential for cycling and walking to be a key component of the solution by taking local trips off the road network and hence allowing local trips currently displaced onto the regional and national networks to move back on the local roads.
To promote greater equality of opportunity for all citizens, with the desired outcome of achieving a fairer society
4.3.12 There are pockets of deprivation in both Bridgwater and Taunton. Schemes and initiatives identified through this study that address these areas will be a priority.
4.3.13 The growth agenda is geared towards creating employment for local people. In Taunton this is focused around mixed use development that reduces the need to travel. For Bridgwater “mixed use” development is more challenging given the historic layout of the town with residential and employment separated, but the compact nature of the town provides opportunities to link residential and employment by non-motorised modes.
4.3.14 A key challenge for this study is to support the growth agendas aim of self-containment and jobs for local people.
To improve quality of life for transport users and non-transport users and to promote a healthy natural environment
4.3.15 Bridgwater, Taunton, Wellington and the surrounding are is rich in environmental resource. With international and national designations and the a diverse ecology within the study area including lesser horseshoe bats, barbastelle bat, great crested newts, dormice, otters, kingfishers etc the challenge of this study is to ensure that this “richness” is not just maintained but also supported.
4.3.16 The other environmental challenge is one of flood risk. Taunton already has flood mitigation in place whereas for Bridgwater it is planned. Whilst this does not directly impact on this study it creates a financial challenge. Developers in Bridgwater are required to contribute towards the flood mitigation and as a consequence this impact on the availability of developer funding for transport measures. 4.4 Linkages to the Study objectives
Establish the impact of planned housing and economic growth in Taunton Housing Market area on the reliability and resilience of National and Regional corridors intersecting Taunton 4.4.1 The housing and economic growth agenda is going to create a serious challenge for this study. The scale of the growth has significant implications for transport and unless innovative solutions can be found the ability to deliver the growth agenda will be in jeopardy. Without innovative solutions, and given the proximity of the M5, the potential for planned growth to have a significant impact on national and regional networks is great.
Develop proposals for managing demand and making best use of the transport network that maximises the reliability and reliance of the National and Regional corridors intersecting at Taunton and the performance of the local network and deliver housing growth and economic development in a sustainable way.
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4.4.2 Managing demand and making best use of the transport network is a key consideration for the study. Efficient operation and coordination of the networks is essential if the growth agenda is to be achieved without grid locking the region.
4.4.3 The solutions will need to consider all modes and the contribution they can make but with a focus on directing travel demand to those modes and locations where it can best be provided. Hence the need not to manage demand but also to influence travel choice and destination.
Identify options and determine effective value for money solutions that: o address the growth and regeneration challenges in the Taunton Housing Market Area; o minimise risk of local commuting flows between the main settlements using the national road network; o encourage sustainable travel. This will include consideration of the relative impacts and benefits of various development scenarios relating to the locations of major housing and employment areas. o minimise the level of carbon emissions in the sub-region; and o are affordable within the likely available resources. 4.4.4 All this has to be achieved in the economic climate of limited funding and the need to make expenditure deliver more benefits. Hence there needs to a realistic and phased approach to the solutions with high cost options being a last resort to enhance the effectiveness of other options.
Enable a deliverable transport strategy to be produced reflecting the conclusions of the study that can support the sound development of Local Development Framework core strategies and infrastructure plans, and the Local Transport Plan 4.4.5 In developing the DaSTS strategy it is essential to be joined up with the LDF and the LTP. The LDF core strategies set out the development proposals for the Districts and transport is a key element in supporting this. These strategies will have implications on the regional and national transport network unless supporting transport measures are carefully considered.
4.4.6 The LTP is the mechanism for promoting local transport measures and hence LTP proposals are part of the DaSTS plan. But there will also be a need to ensure the LTP incorporates the local transport elements of the DaSTS options under consideration.
4.4.7 The development of the DaSTS options and the LTP need to be undertaken in parallel. The timing of the option generation and option sifting stage of this fits well with the development of the LTP. 4.5 The next steps
4.5.1 This report provides a good foundation for improving the understanding of the role of transport in helping deliver sustainable growth for Bridgwater, Taunton, Wellington region and the role and implications for the regional and national networks. The growth agenda is essential to the future vitality of the region, particularly as many of the growth sites are brown field, and there is good foundation to promote this growth in a sustainable way. Smarter choices, sustainable transport and demand management are all envisaged to play a important role, but infrastructure improvements will also need to be considered given the scale of the housing and economic growth aspirations. The challenge will be to identify transport solutions to that enable the growth aspirations to be achievable without unsustainable and significant impact on the regional and national networks.
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4.5.2 In providing this understanding of the issues, challenges and opportunities and large number of documents were reviewed and large number of people and organizations consulted with. Appendix A details the documents and data reviewed. It also list the additional documents and data we are aware of but haven’t yet reviewed. Appendix B lists the people and organisations consulted with so far.
4.5.3 The next stage of the study focuses on the identification of solutions and the consideration of those options in meeting the DaSTS and study objectives. This will include a “high level” appraisal of different scenarios.
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Figures Figure 2.1 – Existing Situation Figure 2.2 – A38 Accident Plot 2005-2009 Figure 2.3 – A38 Accident Plot 2005-2009 (Rural Only) Figure 2.4 – A358 Accident Plot Blackbrook to Southfields Figure 3.1 – Future Scenario
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Annex Annex 1 – List of stakeholders consulted Annex 2 – List of documents reviewed
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Annex 1 – List of stakeholders consulted Consultee Position Organisation Halcrow Date Name Representative Brian Cull Group Manager, Somerset County Liz Chandley, Jeff 12 January Traffic Management Council Evans 2010 Stephen Walford, Transport Policy Somerset County Liz Chandley, Jeff 12 January Nell Cruse Manager, Officer Council Evans 2010 Claire Pearce Sedgemoor District Liz Chandley, 21 January Council Rebecca Easterby 2010 Mark Green & Project Taunton Project Liz Chandley, 20 January Paul Browning Project Manager / Taunton/Somerset Rebecca Easterby 2010 Spatial Planning County Council Manager Phil Bisatt Strategy Manager Taunton Deane Liz Chandley, 20 January Borough Council Rebecca Easterby 2010 Taunton BC Mark Burgess/ Manager Webberbus Liz Chandley, 20 January Tim Gardner Rebecca Easterby 2010 Jacqui Ashman & JA – Assistant Highways Agency Liz Chandley, 18 January Chris Jones Network Manager Gareth James 2010 CJ – Regional Planning Manager Sarah Kendal, SK – Development Cross Country Liz Chandley 19 January Richard Gibson Director 0121 200 2010 6121 RG – Stakeholder and Community Engagement Ralph LDF core Strategy Taunton Deane Liz Chandley 20 January Willoughby- Borough Council 2010 Foster Patrick Flaherty Head of Strategic Somerset County Liz Chandley 21 January Planning and New Council 2010 Build Chris Sidaway Economic Sedgemoor District Liz Chandley, Jeff 15 January Development Council Evans 2010 Shanta Hobbs Officer Senior Planning Officer, Economic Development Mike O’Dowd Strategic Planning Somerset County Liz Chandley, Jeff 14 January Jones Group Manager Council Evans 2010
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Planning Sedgemoor District Liz Chandley, Jeff 15 January Policy/Core Council Evans 2010 Strategy/Strategic Housing Richard Needs Major Schemes Somerset County Liz Chandley, Jeff 12 January Manager Council Evans 2010 Tom Dougall Transport Policy Sedgemoor District Liz Chandley, Jeff 15 January Manager Council Evans 2010 Larry Burrows Ecology Officer/ Somerset County Liz Chandley, Jeff 21 January Spatial Planning Council Evans, Hannah 2010 Simmons Mark Pedlar Group Manager Somerset County Jeff Evans, Hannah 21 January Council Simmons 2010 Patrick Flaherty Head of Physical Somerset County Liz Chandley, Jeff 21 January Regeneration Council Evans, Hannah 2010 Simmons Graham Bailey Commercial Manager Stagecoach South Liz Chandley, Jeff 21 January West Evans, Hannah 2010 Simmons
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Annex 2 – List of documents reviewed A Safer Way – Consultation Document A38 Red Route, Somerset ROAD Safety Partnership Bridgwater Challenge 2009-2060 (2009) Bridgwater Challenge Partnership. Bridgwater, Taunton and Wellington Future Transport Strategy Transport Vision 2009-2026 (2009) Somerset County Council and Partners. Bridgwater Vision and Strategic Framework. Baseline Report & Position Statement. Final Report. Issue D Feb 2009. Bridgwater Challenge Partnership. Census Data 2001. Office for National Statistics. DaSTS Stage 1 Study. South West Regional Partners Developing a Sustainable Transport System (DaSTS) Guidance (2009) Draft Sedgemoor Sustainable Community Strategy. 3rd edition Oct-09 Local Strategic Partnership. Great Western Route Utilisation Strategy. Draft for Consultation (Sept 2009) Network Rail. Local Development scheme 2004-2011 (March 2008) Taunton Deane Borough Council. Local Transport Plan 2006-2011 (2006) Somerset County Council. Low Carbon Transport: A Greener Future (Jul 2009) Department for Transport. Major Schemes - Taunton Thirdway, - Northern Inner Distributor Road, - A358/A303 Corridor Package, - A38 Corridor Package Bridgwater to Taunton National Indicator 186 (2009) Energy Saving Trust. National Indicators 153 and 164 (Economic) National Rail Trends, Office of Rail Regulation 2009. Final document due for publication early 2010. NOMIS Official Labour Market Statistics. Office for National Statistics. One Planet Living. Prosperous Places: Taking Forward the Review of Economic Development and Regeneration (2007). Department for Business Enterprise and Regulatory Reform South West Regional Housing Strategy 2005-2016. South West Housing Body Sub-Regional Indicators, April 2008- March 2009. South West of England Regional Development Agency. Regional Economic Strategy for the South West (draft 2008) Regional Spatial Strategy for the South West (Emerging) South West Regional Assembly. Responding to Climate Change in Somerset (Feb 2008) Somerset County Council. Review of Economic Development and Regeneration (2007) HM Treasury; Communities and Local Government; Department for Business Enterprise and Regulatory Reform. Local Transport Plan 3 Guidance (2009) Department for Transport
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Sedgemoor District Local Plan 1991-2011 (Jun 2005) Sedgemoor District Council. Sedgemoor Local Development Framework - Core Strategy Preferred options paper 2006-2020 (Sep 2009) Sedgemoor District Council. Sedgemoor Local Development Framework, Sedgemoor District Council. Sedgemoor Local Development Framework Sustainability Appraisal Revised Scoping report Mar 06 (Revised Nov 06) Sedgemoor District Council Sedgemoor Economic Development Strategy (Nov 2008) Sedgemoor Sustainable Community Strategy 2003 (1st ed). March 2006. Sedgemoor in Somerset Partnership Somerset a Landscape for the Future. Local Area Agreement 2008-2011 (2008) Somerset a Landscape for the Future. Sustainable Community Strategy for Somerset 2008-2026. (2009) Somerset Strategic Partnership Somerset and Exeter National Park Authority Joint Structure Plan (1991-2011) Somerset, A Landscape for Business. Somerset Economic Strategy. Somerset Strategic Partnership. South West Climate Change Action Plan (Jul 2009 update). South West Assembly, Regional Development Agency and the Environment Agency South West Rail Prospectus. Technical Document State of English Cities (Mar 2006) Consortium of research organisations led by Professor Michael Parkinson Statement of Community Involvement (Adopted) Stern Review Report on the Economics of Climate Change Taunton Bridgwater and Wellington Future Transport Strategy public consultation results Taunton Deane Local Development Framework, Taunton Deane Borough Council. Taunton Deane Sustainable Community Strategy. Taunton Deane Local Strategic Partnership Taunton Local Plan 2004-2011 (Nov 2004) Taunton Deane Borough Council Taunton Town Centre Action Plan/ Urban Design Framework (Adopted) October 2008. Taunton Transport Strategy Review 2 (TTSR2) Baseline Update Report (2007) Atkins. Taunton Transport Strategy Review 2 (TTSR2) Final Report (May 2008) Atkins Taunton Transport Strategy Review 2 (TTSR2) SEA The Eddington Transport Study (2006) Department for Transport The South West Draft Regional Spatial Strategy 2006-2026 (2006)
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Documents and Data Not Reviewed A38 Study, Atkins A358 Economic Studies Arup Report on employment of local labour force in Bridgwater (Hinkley). Development at Bristol Container Port “nose bleed” map. Draft Network Management Plan. Somerset County Council Hinkley Nuclear Power Station – Stage 1 Consultation Report Homes and Communities Agency – Single Conversation (Somerset, Taunton Deane, Sedgemoor Somerset Casualty Review (2006-2008) Infrastructure delivery study which is to sit within the LDF Joint Study Area Study of different growth scenarios. Commissioned by Regional Assembly. New Regional Network Report, Highways Agency. To be published January 2010 Park and Ride Studies, Somerset County Council Regional Connectivity Report (2008) Severn tidal study – barrage feasibility study. Halcrow/PB Somerset County Council paper on Employment and Residential figures Strategic Housing Market Assessment
South West and South Wales Multi Modal Study (SWARMMS) Taunton Deane Masterplan Urban Extension Study.
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